DE102012219485A1 - Valve control device for internal combustion engine - Google Patents

Abstract

In a valve control device configured to allow rotational movement of a vane rotor relative to a housing, a recessed groove passage is formed in the inner end surface of the housing. A circumferential length of the recessed groove passage is sized to be greater than a circumferential width of the associated wing. The recessed groove passageway permits fluid communication between a phase advance hydraulic chamber and a retarded phase hydraulic chamber across both circumferential ends of the recessed groove passageway at a position with maximum phase delay of the blade rotor relative to the housing. Even when the engine has been stopped during a low-temperature engine operating condition with the vane rotor positioned closer to the maximum retard position, the vane rotor may be caused by fluttering motion caused by alternating torque and fluid communication between the phase-advance hydraulic chamber and the phase-retardation hydraulic chamber is multiplied over the recessed-slot passage, quickly rotate to its locked position.

Description

Technical area

The present invention relates to a valve control apparatus of an internal combustion engine for variably controlling the valve timing of an engine valve, such as an intake valve and / or an exhaust valve, depending on an engine operating condition.

State of the art

In recent years, various hydraulically operated vane-type valve timing control (VTC) devices have been proposed and developed which are capable of designing a vane rotor at a predetermined intermediate-phase angular position (simply called intermediate position). between a maximum phase advance position and a maximum retard position position with a lock pin when an internal combustion engine is turned off. Such a hydraulically operated vane-type-equipped valve control apparatus has been disclosed in Japanese Patent Provisional Publication No. Hei. 2010-261312 (hereinafter referred to as " JP2010-261312 " designated). In the in JP2010-261312 According to the disclosed valve control device, the vane rotor moves to the intermediate position due to a flapping motion of the vane rotor caused by a positive and negative alternating torque acting on a camshaft by spring forces of valve springs. Immediately when the wing rotor reaches the intermediate position, the wing rotor is locked and held in the intermediate position by the locking pin engages in a locking hole.

For example, suppose the motor is turned off under a certain condition where the lock pin is located closer to the phase delay side than to the intermediate position during a low engine temperature operating condition in which the viscosity of the working fluid is large. and the engine is restarted. In the specific condition explained above, because of viscosity resistance of the working fluid in phase delay hydraulic chambers and phase advance hydraulic chambers, there is an increased tendency to reduce flapping motion of the vane rotor. As a result, a movement time of the lock pin to reach its intermediate lock position is undesirably prolonged, whereby the starting ability of the motor is deteriorated.

To avoid this, teaches JP2010-261312 the provision of an additional working fluid dispensing (outlet) passage through which working fluid in each of the hydraulic chambers is discharged or discharged to the outside of the VTC device, thereby increasing flapping motion of the blade rotor during the cranking and restarting periods, and Consequently, a smoother and faster movement of the locking pin is effected in the direction of the intermediate locking position.

Summary of the invention

In the valve control device, as in JP2010-261312 However, there is a problem that, due to a high viscosity resistance of the working fluid during a low-temperature engine operating condition and a high flow resistance which impedes the flow of the working fluid through the additional discharge (discharge) passage, the system supplies working fluid from each of the Hydraulic chambers quickly through the additional discharge (outlet) passage to the outside of the VTC device emits. Thus, it is difficult to ensure rapid movement of the vane rotor toward the intermediate lock position under the specific condition, particularly, during a low engine temperature operating condition.

Accordingly, it is an object of the invention to provide a valve control device of an internal combustion engine capable of rotating a vane rotor into its locking position faster during a starting phase of the engine.

To achieve the above-mentioned and other objects of the present invention, a valve control device of an internal combustion engine includes a housing capable of being driven by a crankshaft of the engine and configured to define working fluid chambers therein by partitioning an internal space by baking which projects radially inward from an inner peripheral surface of the housing, a vane rotor having a rotor capable of being fixedly connected to a camshaft and having radially extending vanes formed on an outer periphery of the rotor to divide each of the working fluid chambers of the housing through the jaws and the wings to define phase advance hydraulic chambers and phase delay hydraulic chambers, a locking mechanism configured, depending on a condition on the engine, the wing rotor in a particular angular position between an angular position with maximum to lock or unlock the phase delay and an angular position with maximum phase advance of the vane rotor relative to the housing, and at least one recessed-groove fluid communication passage formed in a part of the housing which is in sliding contact Contacting an associated one of the wings, wherein a circumferential length of the liquid communication passage is sized to be greater than a circumferential width of the associated wing, wherein in the angular position with maximum phase delay of the wing rotor relative to the housing, a peripheral end of the liquid communication passage is formed in a position further displaced from the angular position with maximum phase lag of the associated blade in a phase delay direction to face an associated one of the phase advance hydraulic chambers and the other circumferential end of the fluid A connecting passage is formed to face an associated one of the phase delay hydraulic chambers, or at the angular position with maximum phase advance of the vane rotor relative to the housing, a peripheral end of the liquid communication passage is formed in a position different from that of the Win is further offset with maximum phase advance of the associated vane in a phase advance direction to face the associated one of the phase delay hydraulic chambers, and the other end of the liquid communication passage is adapted to face the associated phase advance hydraulic chamber.

According to another aspect of the invention, a valve control device of an internal combustion engine includes a housing capable of being driven by a crankshaft of the engine and configured to define working fluid chambers therein by dividing an interior space by jaws from an inner edge of the housing projecting radially inwardly, a vane rotor having a rotor adapted to be fixedly connected to a camshaft and having radially extending vanes formed on an outer periphery of the rotor, around each of the working fluid chambers of the housing by the jaws and the wings to define phase-leading hydraulic chambers and phase delay hydraulic chambers, a locking mechanism designed, depending on a condition on the motor, the vane rotor in a specified angular position between an angular position with maximum phase delay and an angular position lock or unlock with maximum phase advance of the vane rotor relative to the housing, a control valve configured to supply and dispense work equipment for each of the phase advance hydraulic chambers and supply and dispense work equipment for each of the phase delay hydraulic chambers control, a control unit configured to control the operation of the control valve, and at least one recessed groove passage formed in a part of the housing which is in sliding contact with an associated one of the wings, and which is configured between a connection state of an associated one of the phase delay hydraulic chambers and an associated one of the phase advance hydraulic chambers and a non-connection state of the associated phase delay hydraulic chamber and the associated phase advance hydraulic chamber by relative rotation of the vane rotor with respect to the housing, wherein the through is designed with recessed groove, the connection state of the associated phase delay hydraulic chamber and the associated phase-leading hydraulic chamber in at least one of the angular positions with maximum phase delay and the angular position with maximum phase advance of the vane rotor relative to the housing, and is designed to To enable transition from the connection state to the non-connection state when the vane rotor relative to the housing by a specified angle or more in an opposite direction from the maximum phase retardation angular position or the maximum phase advance angular position of the vane rotor has rotated relative to the housing.

According to another aspect of the invention, a valve control device of an internal combustion engine includes a driving rotary member capable of being driven by a crankshaft of the engine, a driven rotary member capable of being fixedly connected to a camshaft and configured to have an interior of the engine driving rotary element in a phase-leading hydraulic chamber and a phase delay hydraulic chamber, and is designed to rotate the driven rotary member relative to the driving rotary member in a phase advance direction by supplying working fluid to the phase-leading hydraulic chamber and discharged working fluid from the phase delay hydraulic chamber is and is designed to rotate the driven rotary member relative to the driving rotary member in a phase delay direction by supplying working fluid to the phase delay hydraulic chamber and working means from the phase-advance hydraulic A lock mechanism is configured to lock or unlock the driven rotary member in a specified angular position between a maximum phase retard angle position and a maximum phase advance angular position of the driven rotary member relative to the driving rotary member, depending on a condition on the motor at least one recessed groove passage formed in a part of the driving rotary member which is in sliding contact with the driven rotary member and configured between a connecting state and a non-connecting state of the phase delay hydraulic chamber and switching the phase advance hydraulic chamber by relative rotation of the driven rotary member with respect to the driving rotary member, wherein the passage is formed with recessed groove, the connection state of the phase delay hydraulic chamber and the phase advance hydraulic chamber in at least one of the angular positions with maximum phase delay and the angular position permitting maximum phase advance of the driven rotary member relative to the driving rotary member, and configured to allow transition from the connecting condition to the non-connecting condition when the driven rotating member moves relative to the driving rotary member by a specified angle or more in an opposite direction has rotated from the angular position with maximum phase delay or the angular position with maximum phase advance of the driven rotary member relative to the driving rotary member.

Other objects and features of this invention will become apparent from the following description with reference to the accompanying drawings.

Short description of the drawing

1 Fig. 10 is a system diagram showing an embodiment of a valve control device.

2 Fig. 11 is an exploded perspective view showing the valve control apparatus (VTC) of the embodiment, highlighting the essential part of the apparatus.

3 is a cross-sectional view along the line AA in 1 and shows a maximum phase delay state in which the vane rotor of the VTC device of the embodiment has been rotated to an angular position corresponding to a maximum retarded phase.

4 is a view in the direction of arrow B in FIG 1 ,

The 5A to 5B are partial cross-sectional views taken along the line CC in FIG 4 , in which 5A shows a connection state between a phase-advance hydraulic chamber and a phase-retardation hydraulic chamber via a recessed-passage passage with the vane rotor held in the maximum-retard position during FIG 5B shows a non-connection state between the phase-advance hydraulic chamber and the phase-retard hydraulic chamber with the vane rotor held in an angular position slightly offset from the maximum retard position position to the phase advance side.

6 is a cross-sectional view along the line AA in 1 and FIG. 12 shows an intermediate phase state in which the vane rotor of the VTC device is maintained at an angular position corresponding to an intermediate phase.

7 is a cross-sectional view along the line AA in 1 and shows a maximum phase advance state in which the vane rotor of the VTC device has been rotated to an angular position corresponding to a maximum forward phase.

8th Figure 11 is a development cross-sectional view showing an operation of each of the lock pins with the wing rotor held in the maximum retard position.

9 Figure 4 is a development cross-sectional view showing another operation of each of the lock pins, with the wing rotor slightly rotated from the maximum phase retard position to the phase advance side by alternate torque.

10 is a development cross-sectional view showing a further operation of each of the locking pins, wherein the wing rotor further from the angular position in 9 turned to the page with phase forward.

11 FIG. 4 is a development cross-sectional view showing still another operation of each of the lock pins with the sash rotor further from the angular position in FIG 10 turned to the page with phase forward.

12 FIG. 4 is a development cross-sectional view showing another operation of each of the lock pins with the sash rotor further from the angular position in FIG 11 turned to the page with phase forward.

13 is a development cross-sectional view showing a further operation of each of the locking pins, wherein the wing rotor further from the angular position in 12 turned to the page with phase forward.

The 14A to 14B FIG. 15 are partial cross-sectional views showing the essential part of the VTC device of the second embodiment, FIG 14A shows a connection state between a phase advance hydraulic chamber and a phase delay hydraulic chamber via a recessed groove passage of the VTC device of the second embodiment with the vane rotor held in the maximum retard position during FIG 14B a non-connection state between the phase advance chamber and the phase delay chamber, wherein the vane rotor is held in an angular position which is slightly offset from the position with maximum phase delay to the phase advance side.

15 Fig. 16 is a front view seen from the front panel side of the VTC apparatus of the third embodiment.

The 16A to 16B 16 are partial cross-sectional views showing the essential part of the VTC apparatus of the fourth embodiment, wherein FIG 16A shows a connection state between a phase advance hydraulic chamber and a phase delay hydraulic chamber via a recessed groove passage of the VTC device of the fourth embodiment with the vane rotor held in the maximum retard position during FIG 16B shows a non-connection state between the phase advance chamber and the phase delay chamber, wherein the vane rotor is held in an angular position slightly offset from the maximum phase retard position to the phase advance side.

17 FIG. 14 is a partial cross-sectional view showing the essential part of the VTC apparatus of the fifth embodiment and showing a connection state between a phase advance hydraulic chamber and a phase delay hydraulic chamber via a recessed groove passage of the VTC apparatus of the fifth embodiment Rotor is held in the position with maximum phase delay.

Description of the Preferred Embodiments

Now, with reference to the drawing, in particular to the 1 to 3 11, which illustrates the valve control apparatus of the embodiment in a phase control apparatus applied to the side of an intake valve of an internal combustion engine of a hybrid electric vehicle (HEV), a vehicle equipped with an automatic start-stop system, and the like.

As in the 1 to 3 As shown, the valve control device comprises a steering wheel 1 , which is driven by an engine crankshaft via a timing chain and serves as a driving rotary member, a camshaft 2 on the intake valve side, which is arranged and designed in a longitudinal direction of the engine, with the steering wheel 1 to be relatively rotatable, a phase change mechanism 3 that is between steering wheel 1 and camshaft 2 is installed to a relative angular phase of the camshaft 2 to the steering wheel 1 (the crankshaft) to change a locking mechanism 4 which locks or holds the phase change mechanism 3 is provided in a position with maximum phase delay and an intermediate-phase angular position between a position with maximum phase advance and the position with maximum phase delay, and a hydraulic circuit 5 , which is intended to phase change mechanism 3 and locking mechanism 4 operate independently of each other.

Steering wheel 1 is constructed as a back cover hermetically closing the rear opening of a housing (to be described later). Steering wheel 1 is formed in a thick-walled disc shape. The outer circumference of the steering wheel 1 has a serrated part 1a on, on which the timing chain is raised. Steering wheel 1 is also with a stored hole 6 (a central through-hole) formed rotatably on the outer circumference of an axial end 2a the camshaft 2 is stored. In addition, steering wheel 1 on its outer peripheral side four circumferentially spaced holes 1b with internal thread on.

The camshaft 2 is rotatably supported on a cylinder head (not shown) via cam bearings (not shown). The camshaft 2 has a plurality of cams, which are integrally formed on its outer periphery and in the axial direction of the camshaft 2 spaced from each other to actuate the engine valves (ie intake valves). The camshaft 2 has a hole 2 B with internal thread on that along the center of the camshaft at the axle end 2a is trained.

As in the 1 to 3 shown is the phase change mechanism 3 from a housing 7 , a wing rotor 9 , four phase delay hydraulic chambers (simply referred to as four phase delay chambers) 11 . 11 . 11 . 11 and four phase advance hydraulic chambers (simply referred to as four phase advance chambers) 12 . 12 . 12 . 12 , The housing 7 is integral with the steering wheel in the axial direction 1 connected. The wing rotor 9 is with the axial end of the camshaft 2 by means of a cam screw 8th firmly attached to the hole 2 B with internal thread at the axial end of the camshaft 2 is screwed, and serves as a driven rotary member which is rotatable from the housing 7 is enclosed. The housing 7 has four radially inwardly projecting jaws (to be described later) integrally formed on the inner peripheral surface of the housing 7 are formed. Four phase delay chambers 11 and four phase lead chambers 12 are defined by the working fluid chamber (the interior) of the housing 7 through four jaws of the housing 7 and four wings (to be described later) of the wing rotor 9 is divided.

The housing 7 comprises a cylindrical housing main body 19 , a front panel 13 and the steering wheel 1 as the back cover for the rear opening end of the case 7 serves. The body main body 10 is formed as a cylindrical hollow housing member which is open at both ends in two opposite axial directions. The front panel 13 is made by pressing. The front panel 13 is provided to the front open end of the housing main body 10 hermetically cover.

The body main body 10 is made of sintered metal alloy materials, such as iron-based sintered metal alloy materials. The body main body 10 has four radially inwardly projecting jaws 10a . 10b . 10c and 10d on, which are integrally formed on its inner circumference. Four screw holes, namely the axial through holes 10e . 10e . 10e . 10e are in respective cheeks 10a to 10d educated.

The front panel 13 is designed as a thin-walled metal disc. The front panel 13 is with a central through hole 13a educated. In addition, the front panel indicates 13 four circumferentially spaced screw holes, namely the axial through holes 13b . 13b . 13b . 13b ,

The steering wheel 1 , the housing main body 10 and the front panel 13 are integrally connected by using four screws 14 . 14 . 14 . 14 connected to each other, penetrate the respective screw holes (ie four through holes 13b that in the front panel 13 are formed, and four through holes 10e in each baking 10a to 10d are formed) and in respective holes 1b with internal thread of the steering wheel 1 are screwed.

In the 2 to 3 is a pin with the reference numeral 60 is designated, a positioning pin on the inner surface 1c of the steering wheel 1 is fastened while an axially extending groove, with the reference numeral 61 is designated, a positioning groove, which is in the outer periphery of the first jaw 10a of the housing main body 10 is trained. When assembling the positioning pin 60 of the steering wheel 1 in the positioning groove 61 the first cheek 10a attached to the housing main part, whereby a simple positioning of the housing main part 10 concerning the steering wheel 1 is ensured.

The wing rotor 9 is formed of a metal material. The wing rotor 9 consists of a rotor 15 by means of the cam screw 8th fixed to the axial end of the camshaft 2 and four radially extending wing blades (simply referred to as wings) 16a . 16b . 16c and 16d placed on the outer circumference of the rotor 15 are formed and about the circumference of the distance of about 90 degrees from each other.

The rotor 15 is formed in an axially thick-walled disc shape with different diameter. The rotor 15 is integral with a central screw hole (an axial through hole) 15a educated. A substantially circular cut storage area 15b on which the head of the cam screw 8th rests, is in the front end surface of the rotor 15 educated.

Looking at the shape of the rotor 15 , in particular the lateral cross-sectional structure of the rotor 15 , is the contour between the first wing 16a and the fourth wing 16d , which are adjacent to each other on the circumference, as part 15c built with a small diameter, while the contour between the second wing 16b and the third wing 16c , which are adjacent to each other on the circumference, also as a part 15d constructed with a small diameter. The small diameter pair (ie the first part 15c with a small diameter and the second part 15d with a small diameter) serves as a base circle. In contrast, the contour is between the first wing 16a and the second wing 16b which are adjacent to each other on the circumference, as a part 15e constructed with a large diameter having an outer diameter which is larger than that of the first and second parts 15c to 15d with small diameter. Also, the contour is between the third wing 16c and the fourth wing 16d which are adjacent to each other on the circumference, as a part 15f constructed with a second large diameter having an outer diameter which is larger than that of the first and second parts 15c to 15d with a small diameter.

The first part 15c with a small diameter and the second part 15d small diameter are arranged at angular positions on the circumference, which are about 180 degrees apart. That is, the first and second small-diameter parts 15c to 15d are arranged so that they are diametrically opposed lie opposite. The outer peripheral surface of each of the first and second parts 15c to 15d small diameter is formed in a circular arc shape having the same radius of curvature.

On the other hand, the first and second parts are of large diameter 15e to 15f arranged at angular positions on the circumference, which are about 180 degrees apart. That is, the first and second large diameter parts 15e to 15f are arranged so that they are diametrically opposite each other. The outer peripheral surface of each of the first and second small-diameter parts 15c to 15d is formed in a circular arc shape having the same radius of curvature. The outer diameter of the outer peripheral surfaces of parts 15e to 15f however, the large diameter is designed to be one dimension larger than that of the parts 15c to 15d with a small diameter.

Therefore, the first cheek 10a whose tip is the outer peripheral surface of the first part 15c with a small diameter, as a comparatively long radially inwardly projecting partition formed, which has substantially rectangular side surfaces. Similarly, the second jaw 10b whose tip is the outer peripheral surface of the second part 15d with a small diameter, as a comparatively long radially inwardly projecting partition formed, which has substantially rectangular side surfaces. Therefore, the first cheek 10a whose tip is the outer peripheral surface of the first part 15c with a small diameter, as a comparatively long radially inwardly projecting partition formed, which has substantially rectangular side surfaces. Similarly, the fourth is cheek 10d whose tip is the outer peripheral surface of the second part 15f with a large diameter, formed as a comparatively long radially inwardly projecting partition, which has substantially circular arc-shaped side surfaces.

Four cheeks 10a to 10d have respective axially extended seal-retaining grooves formed in their innermost ends (vertices) and extending in the axial direction. Each of the four seal-retaining grooves of the jaws is formed substantially rectangular. Four oil seal elements (four vertex seals) 17a . 17a . 17a . 17a , each of which has a substantially square lateral cross-section, are in respective seal-retaining grooves of four jaws 10a to 10d attached to the four vertex seals 17a in sliding contact with the respective outer peripheral surfaces of the first and second parts 15c to 15d with small diameter and first and second parts 15e to 15f to bring with a large diameter. Leaf springs (not shown) are in the respective bottom surfaces of the seal-retaining grooves of four jaws 10a to 10d installed the four vertex seals of four jaws 10a to 10d in the direction of the respective outer peripheral surfaces of the first and second parts 15c to 15d with small diameter and first and second parts 15e to 15f permanently biasing with a large diameter, whereby a sealing effect between the deformed outer peripheral surface with different diameter of the rotor 15 and the innermost ends (vertices) of the jaws 10a to 10d is provided.

Regarding the four wings 16a to 16d that is integral with the rotor 15 are formed and spaced from the outer peripheral surface of the rotor 15 extend radially outward, their overall lengths are dimensioned to be substantially identical to each other. Circumference widths of four wings 16a to 16d are dimensioned so that they are essentially identical to each other, and thus each is the wing 16a to 16d designed as a thin-walled plate.

Four wings 16a to 16d are arranged in respective interiors by four jaws 10a to 10d are defined. In a similar way to the four cheeks 10a to 10d have four wings 16a to 16d respective axially extended seal-retaining grooves 17g . 17g . 17g . 17g which are formed in their extreme ends (vertices) and extend in the axial direction. Each of the four seal-retaining grooves of the wings is formed substantially rectangular. Four oil seal elements (four vertex seals) 17b . 17b . 17b . 17b each of which has a substantially square lateral cross section are in respective seal-retaining grooves 17g of four wings 16a to 16d attached to the four vertex seals 17b in sliding contact with the inner peripheral surface of the housing main body 10 bring to. Leaf springs (not shown) are in the respective seal-retaining grooves 17g of four wings 16a to 16d installed to the four vertex seals of four wings 16a to 16d in the direction of the inner peripheral surface of the housing main body 10 permanently bias, whereby a sealing effect between the inner peripheral surface of the housing main body 10 and the extremities (vertices) of the wings 16a to 16d is provided.

As discussed above, the vertex seals work 17a the baking 10a to 10d and the vertex seals 17b the wing 16a to 16d together to form a liquid tight seal structure between the phase delay chamber 11 and the phase lead chamber 12 sure.

If the wing rotor 9 relative to the housing 7 (or to the steering wheel 1 ) rotates in the direction of phase delay, as in 3 shown one side surface (one side surface in a counterclockwise direction 16e , as in 3 shown) of the first wing 16a abuttingly coupling to a radially inwardly projecting surface formed on a side surface (a side surface in a clockwise direction, as in FIG 3 shown) of the opposite first jaw 10a is formed, and thus becomes a maximum phase delay angular position of the wing rotor 9 limited. Conversely, as in 7 shown when the wing rotor 9 relative to the housing 7 (or to the steering wheel 1 ) rotates in the direction of the phase lead, the other side surface (a side surface in a clockwise direction, as in 7 shown) of the first wing 16a abuttingly coupling to a radially inwardly projecting surface formed on a side surface (a side surface in a counterclockwise direction, as in FIG 7 shown) of the opposite third jaw 10c is formed, and thus becomes a maximum phase advance angular position of the vane rotor 9 limited. That is, the third cheek 10c works together with the first wing 16a to provide a stop function (ie, a stop on the maximum phase advance side) to a maximum phase advance angular position of the vane rotor 9 to restrict (in other words, the rotational movement of the wing rotor 9 concerning the steering wheel 1 in the direction of the phase lead). In a similar way, the first jaw works 10a along with the first wing 16a to provide a stop function (ie, a stop on the side of the maximum phase delay) to a maximum phase retard angular position of the vane rotor 9 to restrict (in other words, the rotational movement of the wing rotor 9 concerning the steering wheel 1 in the direction of the phase delay).

With the first wing held at its maximum phase retard angular position 16a (please refer 3 ) or with the first wing held at its maximum phase advance angular position 16a (please refer 7 ) both side surfaces are each other's wings 16b to 16d held in a non-contact spaced relationship with corresponding side surfaces of the associated jaws. Consequently, the accuracy of the abutment between the vane rotor 9 and the cheek (ie the first cheek 10a ), and in addition, the speed of supply of hydraulic pressure to each of the hydraulic chambers can be improved 11 and 12 be increased, so that a responsiveness of the normal rotation / rotation in the opposite direction of the vane rotor 9 can be improved.

During normal relative motion control of the wing rotor 9 to the housing 7 becomes the relative movement of the wing rotor 9 relative to the housing 7 Incidentally, within a somewhat narrow range of relative angular range between an angular position slightly inward in the circumferential direction (clockwise) from a maximum retarded phase in which the first wing 16a in abutting coupling with the associated jaw on the phase delay side (ie, the first jaw 10a ), and an angular position that is slightly circumferentially inwardly (counterclockwise) from a maximum leading phase in which the first wing 16a in abutting coupling with the associated jaw on the phase advance side (ie the third jaw 10c ) is controlled.

The above-explained four phase delay chambers 11 and the four phase lead chambers 12 are by both side surfaces of each of the wings 16a to 16d and through both side surfaces of each of the jaws 10a to 10d Are defined. Concerning the capacity of the phase delay chamber 11 and the phase lead chamber 12 is using the deformed outer peripheral surface with different diameter of the rotor 15 the total capacity of the hydraulic chambers 11a and 12a located in the area corresponding to the small diameter part (each of the first and second parts 15c to 15d with a small diameter) of the rotor 15 is set to be greater than the total capacity of the hydraulic chambers 11B and 12b located in the area corresponding to the large diameter part (each of the first and second parts 15e to 15f with a large diameter). Thus, the pressure-receiving surface of each of the side surfaces 16e to 16h the wing 16a to 16d that the hydraulic chambers 11a and 12a located in the area corresponding to the small-diameter part (each of the first and second parts 15c to 15d small diameter) is set to be larger than each of the side surfaces of the wings 16a to 16d that the hydraulic chambers 11a and 12a which are in the area corresponding to the large-diameter part (each of the first and second parts 15e to 15f with a large diameter).

Each of the phase delay chambers 11 is designed to work with the hydraulic circuit 5 (will be described later) via the first communication hole 11c that in the rotor 15 is formed, communicates. Similarly, each of the phase advance chambers is 12 designed to work with the hydraulic circuit 5 over the second connection hole 12c that in the rotor 15 is formed, communicates.

The locking mechanism 4 is provided to an angular position of the wing rotor 9 relative to the housing 7 either in an intermediate phase angular position corresponding to the angular position (an intermediate locking position) of the vane rotor in FIG 6 corresponds between the angular position with maximum phase delay (see 3 ) and the angular position with maximum phase advance (see 7 ) or at the angular position with maximum phase delay, depending on whether the engine is manually stopped by turning an ignition switch to OFF, or automatically stopped by a start-stop system.

That is, like in the 2 and 8th to 13 shown, there is the locking mechanism 4 from a first locking hole 24 , a second locking hole 25 a third locking hole 26 , a first locking pin 27 , a second locking pin 28 , a third locking pin 29 and a lock-unlocking through-hole (simply referred to as a lock through-hole) 20 , The first, second and third locking holes 24 to 26 (serve as the first, second and third locking recess part) are in the inner surface 1c of the steering wheel 1 arranged and arranged in corresponding predetermined circumferential positions. The first locking pin 27 (which serves as a substantially cylindrical locking element, coupled with the associated recess part) is operational in the first part 15e with large diameter of the rotor 15 arranged so that the movement of the first locking pin 27 in and out of coupling with the first locking hole 24 is possible. The second locking pin 28 (which serves as a substantially cylindrical locking element) is operational in the first part 15e with large diameter of the rotor 15 arranged so that the movement of the second locking pin 28 in and out of coupling with the second locking hole 25 is possible. Similarly, the third locking pin 29 (serving as a substantially cylindrical locking element) operable in the second part 15f with large diameter of the rotor 15 arranged so that the movement of the third locking pin 29 in and out of coupling with the third locking hole 26 is possible. The first, second and third locking pins 27 to 29 are at respective predetermined circumferential positions of the rotor 15 arranged. The locking through hole 10 is provided to the first locking pin 27 from the first locking hole 24 to decouple the second locking pin 28 from the second locking hole 25 to decouple and the third locking pin 29 from the third locking hole 26 to decouple.

How to get into the 2 and 8th to 13 sees, is the first locking hole 24 on the side of the first part 15e arranged with a large diameter. The first locking hole 24 is formed in the form of a hollow cylinder having an inner diameter which is larger than an outer diameter of the tip 27a of the first locking pin 27 , so that a slight circumferential movement of the tip 27a of the first locking pin 27 is possible with the first locking hole 24 is coupled. In addition, the first locking hole 24 in the inner surface 1c of the steering wheel 1 formed and arranged in an intermediate position which is slightly offset in the direction of the phase advance side with respect to the maximum phase delay position of the vane rotor 9 is. In addition, the depth of the floor area 24a of the first locking hole 24 dimensioned or adjusted so that it has almost the same depth as the second bottom surface 25b of the second lock hole 25 and is also sized to have almost the same depth as the second floor surface 26b of the third lock hole 26 , Thus, upon movement of the first locking pin 27 in a coupling with the first locking hole 24 by the rotational movement of the wing rotor 9 in the direction of the phase lead the tip 27a of the first locking pin 27 in abutting coupling with the floor surface 24a of the first locking hole 24 brought. At the same time, the outer circumference (edge) of the tip becomes 27a of the first locking pin 27 in abutting coupling with the upright inner surface 24b of the first locking hole 24 brought, causing a rotational movement of the wing rotor 9 is restricted in the direction of the phase delay (see 13 ).

The second locking hole 25 is on the side of the first part 15e large diameter in a similar manner as the first locking hole 24 arranged. The second locking hole 25 is formed with an elliptical or oval shape (a groove in the form of a slot), extending in the circumferential direction of the steering wheel 1 extends. That is, the second lock hole 25 is formed as a two-stage stepped hole, the bottom surface of which gradually descends from the phase delay side to the phase advance side. The second locking hole 25 (ie, the two-step stepped groove) is designed to serve as a second locking guide groove. That is, assuming that the inner surface 1c of the steering wheel 1 considered as the topmost level, the second locking guide groove (the two-level stepped groove) is 25 designed, gradually in this order from the first floor surface 25a to the second floor area 25b lower. Each of the interior surfaces extending vertically from respective floor surfaces 25a to 25b extend on the phase delay side is formed as an upright wall surface (see 8th to 13 ). The inner surface 25c extending vertically from the second floor surface 25b extend on the phase leading side is also formed as an upright wall surface (see 8th to 13 ).

The second floor area 25b is formed as an elongated recessed groove extending to the phase advance side. With the tip 28a of the second locking pin 28 coupled with the second floor surface 25b allows the slightly elongated second floor area 25b a slight movement of the second locking pin 28 in the phase advance direction (see the 12 to 13 ).

The third lock hole 26 is on the side of the second part 15f formed with a large diameter and in the form of a cocoon (or as a groove in the form of a slot), extending in the circumferential direction of the steering wheel 1 extends and is dimensioned longer than the second locking hole 25 to be. The third lock hole 26 is in the inner surface 1c of the steering wheel 1 formed and arranged in an intermediate position which is slightly offset in the direction of the phase advance side with respect to the maximum phase delay angular position of the vane rotor 9 is. In addition, the third lock hole 26 formed as a two-stage stepped hole, the bottom surface of which gradually descends from the phase delay side to the phase advance side. The third lock hole 26 (ie, the two-step stepped groove) is designed to serve as a locking guide groove.

That is, like in the 8th to 13 shown, assuming that the inner surface 1c of the steering wheel 1 is considered as a topmost plane, the third locking guide groove (the two-step stepped groove) 26 designed, gradually in this order from the first floor surface 26a to the second floor area 26b lower. Each of the interior surfaces extending vertically from respective floor surfaces 26a to 26b extend on the phase delay side is formed as an upright wall surface (see 8th to 13 ). The inner surface 26c extending vertically from the second floor surface 26b extends on the phase leading side is also formed as an upright wall surface (see 8th to 13 ).

How to best in the 2 and 8th to 13 sees is the first locking pin 27 slidable in a first locking pin hole 31a (An axial through hole) arranged in the first part 15e with large diameter of the rotor 15 is trained. The first locking pin 27 is designed as a stepped shape that comes out of the top 27a with a comparatively small diameter, a basic part 27b in the form of a hollow cylinder with a comparatively large diameter, which is integral with the rear end of the tip 27a is formed with a small diameter, and a stepped pressure-receiving surface 27c that is between the top 27a and the basic part 27b is defined in the form of a hollow cylinder with a large diameter exists. The end face of the top 27a is formed as a flat surface, which in abutting coupling (exactly in wall contact) with each of the bottom surfaces 24a and 24b can be brought.

The first locking pin 27 is permanently in a direction of movement of the first locking pin 27 in coupling with the first locking hole 24 by a spring force of a first spring 36 biased (a first biasing element or a first biasing device). The first spring 36 is between the bottom surface of an axial spring bore, in the base part 27b is formed in the form of a hollow cylinder with a large diameter, arranged in such a way that they are axially from the rear end surface and the inner wall surface of the front cover 13 under bias extends.

The first locking pin 27 is also designed so that hydraulic pressure from a first unlocking pressure-receiving chamber 32 that in the rotor 15 is formed on the stepped pressure-receiving surface 27c is applied. The applied hydraulic pressure causes a backward movement of the first locking pin 27 against the spring force of the first spring, and thus the first locking pin 27 from the first locking hole 24 decoupled.

In a similar way to the first locking pin 27 is the second locking pin 28 slidable in a second locking pin hole 31b arranged (an axial through hole), in the first part 15e with large diameter of the rotor 15 is trained. The second locking pin 28 is designed as a stepped shape that comes out of the top 28a with a comparatively small diameter, a basic part 28b in the form of a hollow cylinder with a comparatively large diameter, which is integral with the rear end of the tip 28a is formed with a small diameter, and a stepped pressure-receiving surface 28c that is between the top 28a and the basic part 28b is defined in the form of a hollow cylinder with a large diameter exists. The end face of the top 28a is formed as a flat surface, which in abutting coupling (exactly in wall contact) with each of the bottom surfaces 25a and 25b can be brought.

The second locking pin 28 is permanently in a direction of movement of the second locking pin 28 in coupling with the second locking hole 25 by a spring force of a second spring 37 biased (a second biasing element or a second biasing device). The second spring 37 is between the bottom surface of an axial spring bore, in the base part 28b is formed in the form of a hollow cylinder with a large diameter, arranged in such a way that they are axially from the rear end surface and the inner wall surface of the front cover 13 under bias extends.

The second locking pin 28 is also designed so that hydraulic pressure from a second unlocking pressure-receiving chamber 33 that in the rotor 15 is formed on the stepped pressure-receiving surface 28c is applied. The applied hydraulic pressure causes a backward movement of the second locking pin 28 against the spring force of the second spring 37 , and thus the second locking pin 28 from the second locking hole 25 decoupled.

The third locking pin 29 is slidable in a third locking pin hole 31c (An axial through hole) arranged in the second part 15f with large diameter of the rotor 15 is trained. The third locking pin 29 is designed as a stepped shape that comes out of the top 29a with a comparatively small diameter, a basic part 29b in the form of a hollow cylinder with a comparatively large diameter, which is integral with the rear end of the tip 29a is formed with a small diameter, and a stepped pressure-receiving surface 29c that is between the top 29a and the basic part 29b is defined in the form of a hollow cylinder with a large diameter exists. The end face of the top 29a is formed as a flat surface, in abutting coupling (exactly in wall contact) with the bottom surface 26a can be brought.

The third locking pin 29 is permanently in a direction of movement of the third locking pin 29 in coupling with the third locking hole 26 by a spring force of a third spring 38 biased (a third biasing element or a third biasing device). The third spring 38 is between the bottom surface of an axial spring bore, in the base part 29b is formed in the form of a hollow cylinder with a large diameter, arranged in such a way that they are axially from the rear end surface and the inner wall surface of the front cover 13 under bias extends.

The third locking pin 29 is also designed so that hydraulic pressure from a third unlocking pressure-receiving chamber 34 that in the rotor 15 is formed on the stepped pressure-receiving surface 29c is applied. The applied hydraulic pressure causes a backward movement of the third locking pin 29 against the spring force of the third spring 38 , and thus becomes the third locking pin 29 from the third locking hole 26 decoupled.

The relative positional relationship of the first, second and third locking holes 24 to 26 in the inner surface 1c of the steering wheel 1 are formed, and the first, second and third locking pins 27 to 28 that are in the rotor 15 are located and installed in it is as follows:
That is, as in 8th shown is when the wing rotor 9 relative to the steering wheel 1 rotated and reached the position with maximum phase delay, the first locking pin 27 in coupling with the second locking hole 25 brought, and thus the axial end surface of the tip 27a of the first locking pin 27 in abutting coupling with the second floor surface 25b of the second lock hole 25 brought, and at the same time the outer circumference (the edge) of the top 27a of the first locking pin 27 also in abutting coupling with the upright inner surface 25c the phase lead page brought.

Thereafter, with out of the coupling with the second locking hole 25 sliding first locking pin 27 suppose that the wing rotor 9 slightly out of position with maximum phase lag in phase advance direction. In a phase in which the third locking pin 29 in connection with the first floor surface 26a of the third lock hole 26 was brought (see 9 ), and in one stage, right after the third locking pin 29 in coupling with the second floor surface 26b was brought (see 10 ) become the axial end surface of the tip 27a of the first locking pin 27 and the axial end surface of the tip 28a of the second locking pin 28 further in abutting coupling to the inner surface 1c of the steering wheel 1 held.

After that, as in 11 shown when by a slight rotational movement of the wing rotor 9 in the phase advance position, the axial end surface of the tip 29a of the third locking pin 29 along the second floor surface 26b of the third lock hole 26 slides and then a substantially middle point of the second floor surface 26b reached the top 28a of the second locking pin 28 in abutting coupling with the first floor surface 25a of the second lock hole 25 brought.

As in 12 shown, slides when the top 29a of the third locking pin 29 moving further in the phase advance direction while slidingly contacting the second bottom surface 26b is held, the top 28a of the second locking pin from the coupling with the first bottom surface 25a of the second lock hole 25 and slides into abutting coupling with the second floor surface 25b , At this time, the axial end surface of the tip slides 27a of the first locking pin 27 in the phase advance direction while continuing in abutting coupling with the inner surface 1c of the steering wheel 1 is held.

Then move because of another rotational movement of the wing rotor 9 in the phase advance direction, the second lock pin 28 in abutting coupling with the second floor surface 25b is held, and the third locking pin 29 in abutting coupling with the second floor surface 26b is kept, in the same phase forward direction, the peak 27a of the first locking pin 27 in coupling with the first locking hole 24 slides (see 13 ). In this way, the relative positional relationship between the first, second, and third locking holes becomes 24 to 26 preset. With three with corresponding locking holes 24 to 26 coupled locking pins 27 to 29 abut the circumferentially opposed outer edges of the first and second locking pins 27 to 28 , which are located opposite the circumference, to the circumferentially opposed upright inner surfaces 24b and 25c of the first and second locking hole 24 to 25 so that the specified area of the inner surface 1c of the steering wheel 1 between the two upright inner surfaces 24b and 25c enough, with the two locking pins 27 to 28 is penned.

Here's how to best in 13 sees another movement of the third locking pin 29 in the phase advance direction by a combined locking action of the first and second locking pins 27 to 28 (ie, by abutment of the outer periphery (edge) of the tip 27a of the first locking pin 27 to the upright inner surface 24b and by abutting the outer periphery (edge) of the tip 28a of the second locking pin 28 to the upright inner surface 25c ) is restricted under a specified condition in which the outer circumference of the tip 29a of the third locking pin 29 a slight distance from the upright inner surface 26c which extends vertically from the second floor surface 26b extends.

In short, as you can see in the cross sections of 8th to 13 can see, according to the rotary motion of the wing rotor 9 relative to the steering wheel 1 from the phase delay position toward the phase advance position, the third lock pin 29 successively (incrementally) in abutting coupling with the first and second floor surfaces 26a to 26b and continues moving in the phase advance direction while slidingly contacting the second bottom surface 26b is held. From the middle of the sliding movement of the tip 29a of the third locking pin 29 along the floor surface 26b , slides the second locking pin 28 in coupling with the second locking hole 25 and then successively (stepwise) into abutting coupling with the first and second bottom surfaces 25a to 25b brought. Thereafter, the first locking pin 27 continuously in coupling with the first locking hole 24 brought. As described above, the third and second locking guide groove structures (ie, third and second holes 26 to 25 ) and the first locking hole 24 the normal rotation of the wing rotor 9 relative to the steering wheel 1 in the phase advance direction, but restrict or prevent backward rotation (counter rotation) of the vane rotor 9 relative to the steering wheel 1 in the phase delay direction by a total of five steps creaking effect. Finally, the angular position of the wing rotor 9 relative to the steering wheel 1 in the intermediate-phase position (see 6 ) between the maximum phase delay angular position (see 3 ) and the maximum phase advance angular position (see 7 ) held or locked.

You return to 1 is the rear end of each of the first, second and third locking pin holes 31a to 31c designed, via a venting device 39 to be open to the atmosphere, causing a slight sliding movement of each of the locking pins 27 . 28 and 29 is ensured.

As in 1 shown includes the hydraulic circuit 5 a phase delay passage 18 , a phase advance passage 19 , a locking passage 20 , an oil pump 40 (which serves as a fluid pressure source) and a single electromagnetic directional control valve 41 , The phase delay passage 18 is provided over the first connection hole 11c for each of the phase delay chambers 11 To supply and deliver fluid pressure. The phase forward passage 19 is provided via the second communication hole 12c for each of the phase advance chambers 12 To supply and deliver fluid pressure. The locking passage 20 is provided for each of the first, second and third unlocking pressure receiving chambers 32 to 34 To supply and deliver fluid pressure. The oil pump 40 is provided to at least one of phase delay passage 18 and phase advance passage 19 To provide fluid pressure, and is also provided on the locking passage 20 To provide fluid pressure. The only electromagnetic directional control valve 41 is provided to switch between phase delay passage 18 and phase advance passage 19 It is also intended to switch between delivering fluid pressure to the interlock passage 20 and dispensing fluid pressure from the locking passage 20 switch.

One end of the phase delay passage 18 and one end of the phase advance passage 19 is with corresponding terminals (not shown) of the electromagnetic Directional control valve 41 connected. The other end of the phase delay passage 18 is designed via an axial passage part 18a in the camshaft 2 is formed, and the first communication hole 11c that in the rotor 15 is formed with each of the phase delay chambers 11 to communicate. The other end of the phase delay passage 19 is designed, via an axially extending, but partially radially bent passage part 19a in the camshaft 2 is formed, and the second connection hole 12c that in the rotor 15 is formed with each of the phase advance chambers 12 to communicate.

As in the 1 to 2 is an end of the locking passage 20 with a lock port (not shown) of the electromagnetic directional control valve 41 connected. The other end of the locking passage 20 acting as a fluid passage part 20a is formed in the camshaft to be bent from the radial direction to the axial direction. The fluid passage part 20a of the locking passage 20 is designed with corresponding unlocking pressure receiving chambers 32 to 34 over branch oil holes 20b to 20c that in the rotor 15 are trained and branch out to communicate.

In the illustrated embodiment, an internal gear centrifugal pump, such as a trochoid pump having inner and outer rotors, becomes an oil pump 40 used, which is driven by the crankshaft of the engine. In operation of the oil pump 40 When the inner rotor is driven off, the outer rotor also rotates in the same rotational direction as the inner rotor because of the meshing between the inner tooth part of the outer rotor and the outer tooth part of the inner rotor. Work equipment in an oil pan 42 is introduced through a suction passage in the pump and then through a discharge passage 40a issued. Part of the work equipment, that of the oil pump 40 is discharged, is supplied through a main oil passage hole M / G to sliding or moving engine parts. The rest of the oil pump 40 discharged working fluid is to the electromagnetic direction control valve 41 delivered. An oil filter (not shown) is in the drain side of the discharge passage 40a arranged. In addition, a flow control valve (not shown) is provided to supply a quantity of working fluid from the oil pump 40 in the delivery passage 40a is discharged, suitable to regulate, and thus to allow excess working fluid, that of the oil pump 40 is discharged via a drain passage 43 to the oil pan 42 is directed.

How to get in 1 sees is the electromagnetic directional control valve 41 a solenoid-operated proportional control valve with six ports, six positions and spring end position. The electromagnetic directional control valve 41 It consists of a substantially cylindrical, hollow, axially extended valve main body (a valve housing), a valve piston (an electrically operated valve element) which is slidably installed in the valve main body in such a way that it axially in one very close fitting bore of the valve main body slides, a valve spring which is installed inside an axial end of the valve main body to permanently bias the valve piston in an axial direction, and an electromagnet attached to the valve main body to an axial Sliding movement of the valve piston against the spring force of the valve spring to effect.

The electromagnetic directional control valve 41 is designed, the valve piston by the two opposite pressure forces, by a spring force of the valve spring and a control current, by a control unit 35 is generated and flows through the coil of the electromagnet to move to one of six axial positions to a state of fluid communication between the discharge passage 40a the oil pump 40 and each of the three passages (that is, phase delay passage 18 , Phase advance passage and lock passage 20 ) while maintaining a state of fluid communication between the drain passage 43 and each of the three passages 18 . 19 and 20 to change, depending on a selected one of the six positions of the valve piston.

As explained above, the electromagnetic directional control valve 41 designed to be the path of the flow through the electromagnetic directional control valve 41 changes by selectively switching between the ports, depending on a given axial position of the valve piston, which is determined based on the latest current information about the operating state of the engine (eg engine speed and engine load), whereby a relative angular phase of the wing rotor 9 (Camshaft 2 ) to the steering wheel 1 (the crankshaft) is changed and also a selective switching between locked and unlocked states of the locking mechanism 4 In other words, a selective switching is made between a locked state of the locking pins 27 to 29 with corresponding locking holes 24 to 26 and an unlocked (decoupled) state of the locking pins 27 to 29 from the corresponding locking holes 24 to 26 allows. Consequently, with the electromagnetic directional control valve 41 as described above, depending on the operating condition of the engine free rotation of the wing rotor 9 relative to the steering wheel 1 released (allowed) or blocked (restricted).

The control unit (ECU) 35 generally includes a microcomputer. The control unit (ECU) 35 includes an input / output interface (I / O), memory (RAM / ROM) and a microprocessor or central processing unit (CPU). The input / output interface (I / O) of the control unit 35 receives input information from various engine / vehicle switches and sensors, namely, a crank angle sensor (a crank position sensor), an air flow meter, an engine temperature sensor (eg, an engine coolant temperature sensor), a throttle opening Sensor (a throttle switch), a cam angle sensor, an oil pump discharge pressure sensor and the like. The crank angle sensor is provided to detect engine crankshaft speeds and to calculate an engine speed. The air flow meter is provided to generate an intake air flow rate signal indicative of a current intake air flow rate or a current air flow. The engine temperature sensor is provided to measure an operating temperature of the engine. The cam angle sensor is provided to keep up to date information about an angular phase of the camshaft 2 to eat. The discharge pressure sensor is provided to measure a discharge pressure of the working fluid discharged from the oil pump 40 is delivered. In the control unit 35 allows the central processing unit (CPU) through the I / O interface access to input information data signals from the motor / vehicle switches and sensors described above to determine the current operating state of the motor and also a control pulse current for the motor Coil of electromagnet of electromagnetic directional control valve 41 determined based on the latest up-to-date information about the measured operating condition of the engine and the measured discharge pressure to control the axial position of the sliding valve piston, thereby selectively switching between the terminals depending on the axial position of the valve piston is reached.

As will be described in detail below, the output control for the pulse current applied to the electromagnetic directional control valve 41 is applied to a so-called manual engine stop pulse current output control which is executed when the engine is turned off manually by turning the ignition switch to OFF, and classifies a so-called automatic engine stop pulse current output control which is executed when the engine is automatically turned off temporarily by an automatic start-stop system, for example, according to an engine stop (idle-stop) system.

Well, with respect to the 4 and 5A to 5B the position of formation of four passages 50 with recessed groove (the as liquid communication passage) and the connection / non-connection operation of the passage 50 shown with recessed groove.

How to get into the 4 and 5A to 5B see, are the circumferentially spaced four passages 50 with recessed groove in the inner end surface of the front panel 13 of the housing 7 on the side of the phase lead chamber 12 educated. Each of the passages 50 with recessed groove is easy in the construction of the liquid connection passage. This eliminates the need for separate fluid communication channels.

Specifically, each of the passages 50 with recessed groove formed as a substantially rectangular liquid connection groove in the inner end face of the front panel 13 is cut. More concretely, each of the fluid communication passages 50 formed with countersunk groove in a slightly encircling elongated circular arc shape with a specified circumferential length L. A depth D from the inner end surface of the front panel 13 to a flat floor surface 50c of the passage 50 with recessed groove is set to a substantially uniform depth. A radial length and the circumferential length L of the passage 50 with recessed groove is dimensioned so that it is greater than the depth D.

Regarding the position of formation of each of the passages 50 with recessed groove, which are arranged concentrically to one another, is a peripheral end (one end 50a counterclockwise) of each of the passages 50 formed with countersunk groove in a position that is easy from the position with maximum phase delay of each of the wings 16a to 16d is offset to the phase delay side when the wing rotor 9 relative to the housing 7 rotated and held at its maximum phase retard position, that is, when the wings 16a to 16d held in their position with maximum phase delay in a state in which the angular position with maximum phase delay of the vane rotor 9 was limited by the side surface 16e in the counterclockwise direction of the first wing 16a to one side surface (one side surface in a clockwise direction 10f , please refer 4 ) of the opposite first jaw 10a abuts. For example, consider the first wing 16a as in the partial cross-sectional views of FIG 5A to 5B shown is the counterclockwise end 50a the associated passage 50 With recessed groove in a position from the clockwise side 10f the first cheek 10a is slightly offset toward the phase delay side.

Regarding the position of formation of each of the passages 50 with recessed groove in the radial direction, is the radially inner end of each of the passages 50 with recessed groove along the outer peripheral surface of the rotor 15 formed or profiled, especially the parts 15e to 15f with a large diameter. On the other hand, the radially outer ends of the passages 50 with recessed groove in the respective sealing-retaining grooves of the wings 16a to 16d formed, in other words in the respective sealing strips 17b the wing 16a to 16d so that the passages 50 with countersunk groove, do not communicate with the respective seal retaining grooves.

The circumferential length L of each of the passages 50 with recessed groove is dimensioned so that it is slightly larger than a circumferential width W of each of the wings 16a to 16d , If the wing rotor 9 is held in the position with maximum phase delay, is the counterclockwise end 50a of the passage 50 with recessed groove of the associated phase advance chamber opposite, and the other circumferential end (a clockwise end 50b ) of the passage 50 with recessed groove facing the associated phase delay chamber, whereby the liquid connection between the phase delay chamber 11 and the phase lead chamber 12 through the passage 50 is produced with recessed groove.

[Operation of the Valve Control Device of the Embodiment]

Hereinafter, details of the operation of the valve control device of the embodiment will be described.

[Manual engine stop]

For example, if, after normal driving of the vehicle, an ignition switch has been turned OFF and thus the engine has stopped rotating, the control current will be supplied by the control unit 35 to the coil of the electromagnet of the electromagnetic directional control valve 41 stopped and thus turned off the electromagnet. Thus, the valve spool is positioned by the spring force of the valve spring at the extreme right axial position (ie, the "first position", in other words, the spring force resultant position or the spring end position). Thus stands the delivery passage 40a both with the phase delay passage 18 as well as the phase forward passage 10 in conjunction, during the interlock passage 20 with the drainage passage 43 communicates.

At the same time the oil pump 40 switched to an off state, and thus the working medium supply to the phase delay chamber 11 or to the phase advance chamber 12 stopped, and also the working fluid supply to each of the first, second and third unlocking pressure-receiving chamber 32 to 34 stopped.

That is, during idling before the engine is brought into a stopped state, the vane rotor becomes 9 by supplying each of the phase delay chambers 11 with work equipment pressure in the in 3 shown maximum phase delay angular position brought. As in 8th are shown at this time, the second and third locking pin 28 to 29 outside the coupling with the respective locking holes 25 to 26 but held in abutting coupling with the inner surface 1c of the steering wheel 1 held. On the other hand, the first locking pin 27 in coupling with the second locking hole 25 held.

Under these conditions, when the ignition switch is turned off manually, a pulse current is applied to the coil of the solenoid of the electromagnetic directional control valve 41 output just before the engine stops during the first part of turning off the ignition switch, and thus, working fluid from the oil pump will respond in response to the output of the pulse current 40 to each of the unlocking pressure receiving chambers 32 to 34 delivered. Thus, as indicated by the single-dashed line in FIG 8th shown a backward movement of the first locking pin 27 against the spring force of the first spring 36 , As a result, the first lock pin slides 27 from the coupling with the second locking hole 25 ,

In addition, just before stopping the engine, an alternating torque occurs on the camshaft 2 acts.

Especially if due to the negative torque of the camshaft 2 acting rotating torque a rotational movement of the wing rotor 9 relative to the steering wheel 1 in the direction of the phase advance, and thus the angular position of the vane rotor 9 relative to the steering wheel 1 reaches the intermediate-phase angular position (see 6 ), be the top 27a of the first locking pin 27 , the summit 28a of the second locking pin 28 and the top 29a of the third locking pin 29 by the spring forces of the first, second and third springs 36 to 38 (please refer 13 ) in coupling with corresponding locking holes 24 to 26 brought. As a result, the angular position of the vane rotor becomes 9 relative to Steering wheel 1 in the intermediate-phase angular position (see 6 ) between the maximum phase delay angular position (see 3 ) and the maximum phase advance angular position (see 7 ) held or locked.

More concrete becomes at a time when a slight rotational movement of the wing rotor 9 relative to the steering wheel 1 in the phase advance direction (see the arrow indicated by the arrow in FIG 8th indicated direction) from the angular position in 8th in the angular position in 9 by the negative torque of the changing torque acting on the camshaft 2 acts, occurs, a pulse stream coming from the control unit 35 to the coil of the electromagnet of the electromagnetic directional control valve 41 is issued, stopped, and thus we the supply of working fluid from the oil pump 40 to each of the unlocking pressure receiving chambers 32 to 34 also stopped.

As in 9 shown, thus becomes the top 27a of the first locking pin 27 in abutting coupling to the inner surface 1c of the steering wheel 1 under preload (by the spring force of the first spring 36 ), and the top 29a of the third locking pin 29 is due to the spring force of the third spring 38 in abutting coupling to the first floor surface 26a of the third lock hole 26 brought. It can, even if the wing rotor 9 due to the positive torque of the alternating torque, that tends to the camshaft 2 acts, relative to the steering wheel 1 in the opposite direction (ie, in the direction of phase delay), such a rotary motion of the vane rotor 9 in the direction of the phase delay (see the arrow in 9 indicated direction) are constrained by the outer perimeter (edge) of the peak 29a of the third locking pin 29 abuts the upright stepped inner surface extending vertically from the first floor surface 26a extends.

After that, if another rotary motion of the wing rotor 9 relative to the steering wheel 1 in phase advance direction through the on the camshaft 2 acting negative torque occurs, as in the 9 to 10 shown, the third locking pin lowers 29 from the first floor surface 29a to the second floor area 29b gradually in the phase-advance direction, and thus becomes the peak 29a of the third locking pin 29 in abutting coupling with the second floor surface 26b brought. Then the tip moves due to the creaking effect 29a of the third locking pin 29 along the second floor surface 26b in the direction of phase advance, and then reaches a substantially centered point of the second bottom surface 26b , As in 11 shown, it slides the tip 28a of the second locking pin 28 by the spring force of the second spring 37 in abutting coupling with the first floor surface 25a of the second lock hole 25 , After that moves when the wing rotor 9 continues to rotate in the phase advance direction, as in the 11 to 12 shown the top 29a of the third locking pin 29 near the upright inner surface 26c of the third lock hole 26 , At the same time, the creaking effect becomes the tip 28a of the second locking pin 28 in abutting coupling with the second floor surface 25b brought.

If the wing rotor 9 rotates further in the phase advance direction by the negative torque, as in the 12 to 13 shown, the top slides 27a of the first locking pin 27 in coupling with the first locking hole 24 while the second and third locking pins 28 to 29 slide in the same direction. Under these conditions, as discussed above, the circumferentially opposed outer edges of the first and second locking pins will abut 27 to 28 , which are located opposite the circumference, to the circumferentially opposed upright inner surfaces 24b and 25c of the first and second locking hole 24 to 25 so that the specified area of the inner surface 1c of the steering wheel 1 between the two upright inner surfaces 24b and 25c enough, with the two locking pins 27 to 28 is penned. Thus, the wing rotor 9 stable safely in the intermediate-phase angular position (see 6 ) are held or locked between the maximum phase retard angular position and the maximum phase advance angular position.

Thereafter, immediately after the ignition switch is turned ON to start the engine, the first explosion (start of cranking) starts the oil pump 40 to work. Thus, the discharge pressure of the working fluid, that of the oil pump 40 is discharged, via respective passages 18 and 19 to each phase delay chamber 11 and each phase lead chamber 12 delivered. On the other hand, the lock-up passage becomes 20 in a relationship with fluid communication to the drain passage 43 held. Thus, first, second and third locking pins 27 to 29 by the spring forces of the first, second and third spring 36 to 38 in coupling with corresponding locking holes 24 to 26 held.

As explained above, the axial position of the valve piston of the electromagnetic directional control valve 41 depending on the latest current information about the determined engine operating condition and the determined pump discharge pressure by the control unit 35 controlled. Thus, when the engine rotates at an idle speed at which the discharge pressure of the of oil pump 40 is unstable, the coupled states (locked states) of the first, second and third locking pins 27 to 29 maintained.

Thereafter, immediately before the engine operating condition changes from idling to a low load, low speed operation range, or a high load, high speed operation range, a control current is output from the control unit 35 to the solenoid of the electromagnetic directional control valve 41 output. Thus, the valve piston is slightly displaced against the spring force of the valve spring. The axial position of the valve piston, which is slightly displaced from the "first position" (the spring end position), is referred to as the "sixth position". With the valve piston held in the "sixth position", fluid communication between the delivery passage becomes 40a and the locking passage 20 built up. On the other hand, both the phase delay passage remain 13 as well as the phase lead-through 19 in a fluid communication relationship with the discharge passage 40a held.

Therefore, working fluid can pass through the fluid passage part 20a of the locking passage 20 each of the first, second and third unlocking pressure receiving chambers 32 to 34 to be delivered. Thus, a movement of the tip occurs simultaneously 27a of the first locking pin 27 from the coupling with the first locking hole 24 against the spring force of the first spring 36 , a movement of the top 28a of the second locking pin 28 from the coupling with the second locking hole 25 against the spring force of the second spring 37 and a movement of the top 29a of the third locking pin 29 from the coupling with the third locking hole 26 against the spring force of the third spring 38 on. Thus, the free rotation of the wing rotor 9 relative to the steering wheel 1 be approved in the normal direction of rotation or in the opposite direction of rotation. At the same time, working fluid is transferred both to the phase delay chamber 11 as well as the phase lead chamber 12 delivered.

Thereafter, it is assumed that working fluid pressure only to one of the phase delay chamber 11 and phase lead chamber 12 is delivered. In such a case, a rotary motion of the vane rotor occurs 9 relative to the steering wheel 1 in one of the phase delay direction and the phase advance direction, and thus the first lock pin must 27 a shearing force caused by a circumferential displacement of the first locking pin hole 31a of the rotor 15 relative to the first locking hole 24 is caused. Similarly, the second locking pin 28 absorb a shearing force caused by a circumferential displacement of the second locking pin hole 31b of the rotor 15 relative to the second locking hole 25 is caused. Similarly, the third locking pin 29 absorb a shearing force caused by a circumferential displacement of the second locking pin hole 31c of the rotor 15 relative to the second locking hole 26 is caused. As a result, the first locking pin 27 in a so-called jammed condition between the first lock pin hole 31a and the relatively offset first locking hole 24 brought. The second locking pin 28 is also in a so-called clamped (caught) state between the second locking pin hole 31b and the relatively offset second locking hole 25 brought. The third locking pin 29 is also in a so-called jammed (caught) state between the third locking pin hole 31c and the relatively offset third locking hole 26 brought. Consequently, there is a possibility that the locked (coupled) state of the locking pins 27 to 29 with the respective locking holes 24 to 26 can not be solved easily.

It is also believed that both to the phase delay chamber 11 as well as to the phase lead chamber 12 no hydraulic pressure is supplied. In such a case, because of the changing torque, that of the camshaft tends 2 is transmitted to flutter the wing rotor, and thus becomes the wing rotor 9 (especially the first wing 16a ) in collision contact with the jaw 10a of the housing main body 10 brought, and thereby there is an increased tendency that knocking sounds occur.

Contrary to the above, according to the valve control apparatus of the embodiment, working fluid pressure (hydraulic pressure) can simultaneously be applied both to the phase delay chamber 11 as well as to the phase lead chamber 12 to be delivered. Thus, it is possible to prevent the wing rotor 9 flutters and also suitable the clamped (confined) state of the first locking pin 27 between the first locking pin hole 31a and the first locking hole 24 , the clamped (locked) state of the second locking pin 28 between the second locking pin hole 31b and the second locking hole 25 and the pinched (caught) state of the third locking pin 29 between the third locking pin hole 31c and the third lock hole 26 to prevent.

Thereafter, when the engine operating condition has been shifted to a low load, low speed operating range, the valve spool continues to move against the spring force of the valve spring shifted by the electromagnet is activated with a further increase in the electric current passing through the coil of the solenoid of the electromagnetic directional control valve 41 flows, and thus is positioned in the "third position". Both the locking passage 20 as well as the phase delay passage 18 be in a relationship with fluid communication with the delivery port 40a held. The fluid connection between the phase advance passage 19 and the drainage passage 43 is produced.

As a result, the first, second and third locking pins become 27 to 29 from the coupling with the respective locking holes 24 to 26 solved. In addition, working fluid flows in the phase advance chamber 12 through the drainage passage 43 and thus the hydraulic pressure in the phase advance chamber becomes 12 low while working fluid over the delivery passage 40a to the phase delay chamber 11 is delivered and thus the hydraulic pressure in the phase delay chamber 11 gets high. As a result, the wing rotor rotates 9 relative to the housing 7 (ie to the steering wheel 1 ) to the maximum phase delay angular position.

Consequently, an overlap of the opening times of intake and exhaust valves becomes small, and thus the amount of residual gas in the cylinder also decreases, thereby increasing combustion efficiency and thus ensuring stable engine revolutions and lower fuel consumption.

Thereafter, when the engine operating condition has been shifted to a high load, high speed operation range, the valve spool is further displaced by the electromagnetic solenoid of the directional control valve 41 is activated with a small control current flowing through the coil of the electromagnet, and thus positioned in the "second position". As a result, the fluid connection between the phase delay passage becomes 18 and the drainage passage 43 produced. The locking passage 20 remains in a fluid communication relationship with the delivery port 40a , At the same time, the fluid connection between the phase advance passage becomes 19 and the delivery passage 40a produced.

Therefore, the first, second and third locking pins 27 to 29 from the coupling with the respective locking holes 24 to 26 solved.

In addition, working fluid flows in the phase delay chamber 11 through the drainage passage 43 and thus the hydraulic pressure in the phase delay chamber becomes 11 low while working fluid over the delivery passage 40a to the phase advance chamber 12 is delivered and thus the hydraulic pressure in the phase advance chamber 12 gets high. As a result, the wing rotor rotates 9 relative to the housing 7 (ie to the steering wheel 1 ) to the maximum phase advance angular position (see 7 ). Thus, the phase angle of the camshaft 2 relative to the steering wheel 1 converted into the maximum leading relative rotation phase.

Consequently, an overlap of the opening times of intake and exhaust valves becomes large, and thus the efficiency of the air supply is increased, thereby improving the torque output of the engine.

In contrast, when the engine operating condition is shifted from the low-load and low-speed operation region or the high-load, high-speed operation region to the idle condition, the supply of control current from the control unit 35 to the solenoid of the electromagnetic directional control valve 41 stopped, and thus the solenoid is turned off. Thus, the valve piston by the spring force of the valve spring in the in 1 positioned "first position" (ie the spring end position) positioned. The interlock passage communicates with the drain passage 43 during the delivery passage 40a both with the phase delay passage 18 as well as the phase forward passage 19 communicates. Consequently, hydraulic pressures having almost the same pressure values are applied to the respective hydraulic chambers (phase delay chamber 11 and phase lead chamber 12 ).

For the reasons explained above occurs, even if the wing rotor 9 has been positioned in a phase retard angular position because of the alternating torque applied to the camshaft 2 acts, a rotary motion of the wing rotor 9 relative to the steering wheel 1 in the direction of the phase lead. Consequently, the spring force of the first spring 36 and by the creaking action of the first locking guide groove (bottom surface 24a ) the first locking pin 27 because of the rotational movement of the Wing rotor 9 in phase advance direction in coupling with the floor surface 24a of the first locking hole 24 brought. Similarly, the spring force of the second spring 37 and by the creaking action of the second stepped locking guide groove (floor surfaces 25a to 25b ) the second locking pin 28 because of the rotary motion of the wing rotor 9 in phase advance direction in coupling with the first and second floor surfaces 25a to 25b of the second lock hole 25 brought. In addition, the spring force of the third spring 38 and by the creaking action of the third stepped locking guide groove (floor surfaces 26a to 26b ) the third locking pin 29 because of the rotary motion of the wing rotor 9 in phase advance direction in coupling with the first and second floor surfaces 26a to 26b of the third lock hole 26 brought. Therefore, the angular position of the vane rotor becomes 9 relative to the steering wheel 1 in the intermediate-phase angular position (see 6 ) is held or locked between the maximum phase delay angular position and the maximum phase advance angular position.

Also, when the engine is switched off manually, the ignition switch is turned OFF. As described above, the first, second and third locking pins 27 to 29 held in their locked states, with the tip 27a of the first locking pin 27 with the bottom surface 24a of the first locking hole 24 coupled is the top 28a of the second locking pin 28 with the second floor surface 25b of the second lock hole 25 is coupled and the top 29a of the third locking pin 29 with the second floor surface 26b of the third lock hole 26 is coupled.

Further, it is assumed that the engine operates continuously in a given engine operating range, the electromagnetic coil of the solenoid of the directional control valve 41 is supplied with a given control current, and thus the valve piston is positioned at a substantially in the middle located axial position, that is, the "fourth position". As a consequence, the fluid connection between the phase advance passage is 19 and the delivery passage 40a blocked, and the fluid connection between the phase delay passage 18 and the drainage passage 43 is blocked. On the other hand, the fluid connection is between the delivery passage 40a and the locking passage 20 produced. Consequently, the hydraulic pressure of the working fluid in each of the phase delay chambers becomes 11 and the hydraulic pressure of the working fluid in each of the phase advance chambers 12 kept constant. In addition, by the from the discharge passage 40a to the locking passage 20 delivered hydraulic pressure of the first, second and third locking pin 27 to 29 outside the coupling with corresponding locking holes 24 to 26 that is, they are kept in their unlocked states.

Therefore, the angular position of the vane rotor becomes 9 relative to the steering wheel 1 held in a desired angular position, which corresponds to the given amount of control current, and thus the angular phase of the camshaft 2 relative to the steering wheel 1 (ie housing 7 ) is maintained at a desired relative rotation phase. Consequently, the intake valve opening timing (IVO) and the intake valve closing timing (IVC) can be maintained at respective desired timing values.

In this way, by driving the solenoid of the electromagnetic directional control valve 41 with a desired amount of control current or by switching off the electromagnet by the control unit 35 depending on the latest information about an operating condition of the engine and thus controlling the axial movement of the valve piston, the axial position of the valve piston to one of the first, second, third and fourth positions. As explained above, the angle phase of the camshaft 2 relative to the steering wheel 1 (ie housing 7 ) are adjusted or regulated to a desired relative rotation phase (optimum relative rotation phase) by both the phase change mechanism 3 as well as the locking mechanism 4 be controlled, so that the control accuracy of the valve control is safer improved.

[Operation during a restart period after engine stop occurred during a low-temperature engine operating condition]

For example, assume that the engine has stopped, with the wing rotor 9 after the cold start is positioned closer to the phase delay side than at the intermediate lock position (ie, near the phase delay position), and thus the motor has abnormally stopped. In such a case, the engine is restarted by turning the ignition switch to ON. At this time, working fluid will both be sent to the phase delay chamber 11 as well as to the phase lead chamber 12 but the viscosity resistance of the working fluid in the phase delay hydraulic chambers and the phase advance hydraulic chambers tends to cause flapping motion of the vane rotor 9 to decrease, which occurs because of a positive and negative alternating torque. The reduced flapping motion leads to an undesirable increase in the recovery time of the wing rotor 9 to the intermediate phase angular position (ie, the intermediate lock position) suitable for starting.

In contrast, according to the VTC device of the embodiment, in the passages 50 be used with countersunk grooves, as in the 4 and 5A shown the phase delay chamber 11 and the phase advance chamber 12 through the associated passage 50 held with recessed grooves in a connection state. If the wing rotor 9 due to negative alternating torque generated at the start of cranking, is temporarily rotated to the phase advance side, a replacement flow of working fluid from the phase delay chamber occurs due to the torque acting on the rotor 11 to the phase advance chamber 12 through the associated passage 50 with recessed groove instead. As explained above, the radial length and the circumferential length L of the passage also contribute 50 with recessed groove dimensioned to be greater than the depth D, to an increase in the opening area of the communication passage for the replacement flow of working fluid between the adjacent hydraulic chambers (ie phase delay chamber 11 and phase lead chamber 12 ) through the passage 50 with recessed groove at. The increased opening area for a replacement flow also contributes to a reduced flow resistance of the replacement working fluid flow, in other words, to an increase in the speed of the replacement flow, thereby increasing the flapping motion of the wing rotor 9 is effectively increased.

As in 5B Thus, the wing rotor can be shown 9 because of the negative torque generated at the start of cranking and the flapping motion (or flutter angle) of the blade rotor 9 caused by the fluid connection between the phase delay chamber 11 and the phase lead chamber 12 through the passage 50 with recessed groove is enhanced or amplified, quickly turn in phase advance direction.

When the rotary motion of the wing rotor 9 relative to the housing in the phase advance direction reaches a predetermined value, as in 5B Shown is the clockwise end 50b of the passage 50 with recessed groove through the front surface (the upper end surface, see 5B ) of the first wing 16a closed, the inner end surface of the front panel 13 is opposite. At this time, the replacement flow of working fluid is from the phase delay chamber 11 to the phase advance chamber 12 through the associated passage 50 blocked with recessed groove.

After that, the wing rotor rotates 9 due to the above-described creaking action in the intermediate phase angular position. Therefore, it is possible the recovery time of the wing rotor 9 to the initial position (ie, the intermediate lock position) during the cranking period, thereby improving the starting ability of the engine.

In addition, during the motor-off condition described above, the supply of the coil of the solenoid of the electromagnetic directional control valve becomes 41 switched off with control current. The term "cut-off" of the supply of electric current includes the other factors, for example, interruption of the coil of the electromagnet, or a state in which switching between the terminals is blocked, that is, a state in which a change of the flow path through the electromagnetic directional control valve 41 by a coil due to contaminants, dirt or foreign matter (eg, a very small piece of metal) contained in the working fluid, during the sliding movement of the piston and between the edge of each of the rim portions of the piston and the edge of the ports clamped, is not possible. In the presence of the working fluid supply to both the phase delay chamber 11 as well as the phase lead chamber 12 in the "off" state of the supply of electric current due to the other factors, as explained above, a replacement flow of working fluid from the phase delay chamber occurs 11 to the phase advance chamber 12 through the associated passage 50 with recessed groove during a restart period of the engine, even if the wing rotor 9 is positioned in the position with maximum phase delay. The Spare Work Aids Flow provides a light, fast rotary motion of the wing rotor 9 safe in the direction of the phase lead.

[Automatic engine stop]

If the engine is automatically stopped by a start-stop system in a similar manner as explained above for manual engine stop, idle before the engine automatically stops the electromagnetic directional control valve 41 still through the control unit 35 turned on, so that the valve piston of the electromagnetic directional control valve 41 is positioned in the "third position". The fluid connection between the phase delay passage 18 and the delivery passage 40a is established while the fluid connection between the phase advance passage 19 and the drain passage 43 is made. At the same time, the fluid connection between the locking passage 20 and the delivery passage 40a produced. Therefore, the first, second and third locking pins 27 to 29 held in their retracted positions under hydraulic pressure. Work equipment is via the delivery passage 40a to the phase delay chamber 11 supplied, and thus the hydraulic pressure in the phase delay chamber 11 large, while work equipment in the phase lead chamber 12 over the drain passage 43 flows out and thus the hydraulic pressure in the phase advance chamber 12 gets small. Consequently, the wing rotor becomes 9 in the in 3 placed maximum phase retard angular position shown.

Immediately, if the wing rotor 9 in the 3 reached maximum phase delay angular position is detected, a pulse current from the control unit 35 to the electromagnetic coil of the electromagnetic directional control valve 41 stopped, and thus the valve piston of the electromagnetic direction control valve 41 in the in 1 shown "first position" (ie in the Spring end position), so that the locking passage 20 with the drain passage 43 communicates. At this time, no working fluid from the oil pump 40 to each of the unlocking pressure receiving chambers 32 to 34 delivered, and thus are the first, second and third locking pins 27 to 29 by the biasing forces of the first, second and third springs 36 to 38 forced into their stretching directions. As in 8th As a result, the second and third locking pins are shown 28 to 29 outside the coupling with the respective locking holes 25 to 26 but held in abutting coupling with the inner surface 1c of the steering wheel 1 under preload (by the preload forces of the second and third springs 37 to 38 ) held. On the other hand, the first locking pin 27 by the biasing force of the first spring 36 in coupling with the second locking hole 25 held.

As a result, the vane rotor can be stably securely held in the maximum phase retard angular position (see FIG 3 ) are held or locked. Thereafter, when the engine is automatically restarted, that is, at the start of cranking, the engine may be restarted at an intake valve control corresponding to the maximum deceleration phase. This contributes to a suitably reduced effective compression ratio, whereby noise and vibration of the engine are sufficiently suppressed, while ensuring good startability.

Incidentally, after the engine is restarted automatically, the electromagnetic directional control valve becomes 41 switched on in the same way as explained above. Depending on the axial position of the sliding valve piston, fluid communication between the delivery passage becomes 40a and the locking passage 20 built up. Thus, a movement of the tip occurs 27a of the first locking pin 27 from the coupling with the second locking hole 25 against the spring force of the first spring 36 on. Thus, the free rotation of the wing rotor 9 relative to the steering wheel 1 be approved in the normal direction of rotation or in the opposite direction of rotation.

As explained above, during a restart period after stopping the engine during a cold start operation in the valve control apparatus of the embodiment, working fluid flows in the phase delay chamber 11 quickly through the associated passage 50 with recessed groove in the phase lead chamber 12 , Therefore, the wing rotor 9 , which is positioned in the position with maximum phase delay, are quickly rotated to the intermediate-phase angular position (ie, the intermediate lock position) suitable for starting, thereby ensuring good starting capability.

In the valve control device of the embodiment, first, second and third lock pins are 27 to 29 in the rotor 15 of the wing rotor 9 via respective locking pin holes 31a to 31c installed without them in the wings 16a to 16d of the wing rotor 9 are installed. Thus, it is possible to have a circumferential thickness of each of the wings 16a to 16d suitable to reduce, thereby causing a relative movement angle of the vane rotor 9 relative to the housing 7 is increased suitable. This also contributes to a more compact VTC device.

Previously, in order to secure or hold locking pins, the rotor diameter of a wing rotor (a wing element) had to be increased in itself. In contrast, in the apparatus of the embodiment, the rotor 15 of the wing rotor 9 partially elongated, circumferentially spaced parts 15e to 15f with a large diameter, without the overall circumference of the rotor 15 is enlarged, and three locking pins 27 to 29 are in partially enlarged parts 15e to 15f with large diameter of the rotor 15 Installed.

With the help of the deformed outer peripheral surface with different diameter of the rotor 15 becomes the total capacity of the hydraulic chambers 11a and 12a located in the area corresponding to the small diameter part (each of the first and second parts 15c to 15d with a small diameter) of the rotor 15 is set to be greater than the total capacity of the hydraulic chambers 11b and 12b located in the area corresponding to the large diameter part (each of the first and second parts 15e to 15f with a large diameter).

Thus, the pressure-receiving surface of each of the side surfaces 16e to 16h the wing 16a to 16d that the hydraulic chambers 11a and 12a located in the area corresponding to the small-diameter part (each of the first and second parts 15c to 15d small diameter), adjusted so that it is sufficiently larger than each of the side surfaces of the wings 16a to 16d that the hydraulic chambers 11b and 12b which are in the area corresponding to the large-diameter part (each of the first and second parts 15e to 15f with a large diameter). Consequently, during the valve control, a relative speed of the vane rotor 9 to the housing 7 are increased, whereby a conversion sensitivity of the relative rotation phase of the camshaft 2 to the housing 7 (the crankshaft) is increased appropriately and the Responsiveness of the intake valve control is satisfactorily improved.

Furthermore, there are two parts 15c to 15d arranged with small diameter in angular positions, which are spaced apart from each other by the circumference and are diametrically opposed to each other (concretely by about 180 degrees), while two parts 15e to 15f are arranged with large diameter in angular positions, which have a distance from each other over the circumference and are diametrically opposed to each other (concretely by about 180 degrees). Overall, the weight of the wing rotor 9 be balanced and unified over the circumference, creating a rotation imbalance of the wing rotor 9 is avoided. As a result, a slight rotational movement of the wing rotor 9 relative to the housing 7 ensured.

In addition, in the embodiment, when the engine is automatically stopped, the vane rotor 9 in the maximum phase retard angular position mechanically by the locking mechanism 4 and not hydraulically locked or held. This eliminates the need for a separate hydraulic pressure source around the wing rotor 9 in the maximum phase retard angular position. This also contributes to a simplified VTC device and reduced system cost.

In addition, in the embodiment, a function of the hydraulic pressure control for each of the hydraulic pressure chambers (phase delay chamber 11 and phase lead chamber 12 ) and a function of the hydraulic pressure control for each of the first, second and third unlocking pressure receiving chambers 32 to 34 both through a single electromagnetic directional control valve 41 achieved. Thus, it is possible to increase the flexibility of layout of the VTC system on the engine body, thereby ensuring shorter system installation time and lower cost.

In addition, it is possible to improve the ability of the angular position of the wing rotor 9 relative to the steering wheel 1 in the intermediate phase angular position with the locking mechanism 4 to stop when the engine is stopped manually. In addition, by the second locking guide groove (the two-stage stepped locking guide groove with two bottom surfaces 25a to 25b serving as a freewheel, in other words as a ratchet) and the third locking guide groove (the two-stage stepped locking guide groove having two bottom surfaces 26a to 26b , which serves as a freewheel, in other words as a ratchet), the movement of the second locking pin 28 only in coupling with the second locking hole 25 and the movement of the third locking pin 29 only in coupling with the third locking hole 26 allowed, allowing a safer and more reliable guidance for the movement of the locking pins 28 to 29 is ensured in the coupling.

Even if the wing rotor 9 tends to be due to the positive torque relative to the steering wheel 1 In the phase delay direction, it is possible to turn the wing rotor 9 through a long four-stage ratchet function, through two bottom surfaces 25a to 25b of the second lock hole 25 and through two floor surfaces 26a to 26b of the third lock hole 26 is generated to lead safely and reliably in the intermediate-phase angular position.

Hydraulic pressure in each of the phase delay chamber 11 and phase lead chamber 12 is not used as the hydraulic pressure applied to each of the first, second and third unlocking pressure receiving chambers 32 to 34 acts. Compared to a system in which hydraulic pressure in each of phase delay chamber 11 and phase lead chamber 12 Also, as a hydraulic pressure acting on each of the unlocking pressure receiving chambers, responsiveness of the hydraulic system of the embodiment to hydraulic pressure supply of each of the unlocking pressure receiving chambers may be used 32 to 34 considerably improved. Thus, it is possible to have a responsiveness of each of the lock pins 27 to 29 to improve a backward movement for unlocking (decoupling). The hydraulic system of the embodiment, with the hydraulic pressure to each of the unlocking pressure receiving chambers 32 to 34 can be delivered without hydraulic pressure in each of the phase delay chamber 11 and phase lead chamber 12 to use, more concrete, the single electromagnetic directional control valve 41 , makes a liquid impermeable sealing device between each of the phase delay chambers 11 and phase lead chamber 12 and each of the unlocking pressure receiving chambers 32 to 34 unnecessary.

In addition to the above, in the illustrated embodiment, the locking mechanism is provided 4 of three separate locking devices, that is (i) the first locking pin 27 and the first locking guide groove with bottom surface 24a , (ii) the second locking pin 28 and the second lock guide groove (the two-step stepped groove) having first and second bottom surfaces 25a to 25b , and (iii) the third locking pin 29 and the third lock guide groove (the two-step stepped groove) having first and second bottom surfaces 26a to 26b , Consequently, it is possible the wall thickness of the steering wheel 1 in which each of the locking holes 24 to 26 is trained. More specifically, we assume that the locking mechanism is constructed by a single locking pin and a single locking guide groove (a single multi-stage stepped groove). In such a case, five bottom surfaces in the steering wheel must be formed in a manner to continuously step down from the phase delay side to the phase advance side. To provide the five-stage stepped groove, it goes without saying that the wall thickness of the steering wheel must also be increased. In contrast, in the embodiment, three separate locking devices ( 27 . 24a ; 28 . 25a to 25b ; 29 . 26a to 26b ) is used as the locking mechanism, and therefore it is possible to control the thickness of the steering wheel 1 thereby shortening the axial length of the VTC device and thus improving the flexibility of the layout of the VTC system on the engine body.

In addition, in the shown embodiment, in order to more surely improve the startability in a low-temperature engine operating condition, the circumferential length of the stepped bottom surface of the second lock hole 25 set to be less than or equal to an angle of flapping motion of the wing rotor 9 is that oscillates by positive and negative alternating torque, due to spring forces of the valve springs on the camshaft 2 acts. Also, the control unit 35 designed, a phase angle range of wing rotor 9 relative to the housing 7 to be adjusted by the electromagnetic directional control valve 41 after the engine has been cranked (restarted) is controlled to a phase angle range corresponding to the non-connection state in which the fluid communication between the phase delay hydraulic chamber 11 and the phase advance hydraulic chamber 12 through the passage 50 is blocked with recessed groove. In addition, the electromagnetic directional control valve 41 held in its initial valve position (ie in the Federendstellung), in the working fluid both to the phase-leading chamber 12 as well as the phase delay chamber 11 in an uncontrolled state, in which the electromagnetic directional control valve 41 not by the control unit 35 is controlled, is delivered.

Second Embodiment

14A to 14B show the partial cross-sectional view of the VTC device of the second embodiment. The in the 14A to 14B shown VTC device of the second embodiment is different from that in the 1 to 13 shown first embodiment in that the position of the formation of four passages 51 with recessed grooves (which serve as liquid communication passages) with which the phase delay chamber 11 and the phase advance chamber 12 connected in the position with maximum phase delay of the vane rotor 9 something is modified. In fact, in the second embodiment, the passages 51 with recessed grooves in the inner surface 1c of the steering wheel 1 formed and not in the inner end surface of the front panel 13 ,

The circumferential length L, the depth D, the position of formation (in the circumferential direction and in the radial direction) of each passage 51 with recessed groove of the VTC device of the second embodiment in the 14A to 14B is the same as that described for the first embodiment.

Thus, the VTC device of the second embodiment can provide the same operation and effects as the first embodiment. That is, if the wing rotor 9 By changing negative torque during a restart period immediately after engine shutdown during a cold start operation should be temporarily rotated to the phase advance side, a replacement flow of working fluid from the phase delay chamber occurs 11 to the phase advance chamber 12 through the associated passage 51 with recessed groove instead. Therefore, it is possible the recovery time of the wing rotor 9 to shorten the initial position (ie, the intermediate lock position), whereby the starting ability of the engine is improved.

Third Embodiment

15 Fig. 16 is a front view seen from the front panel side of the VTC apparatus of the third embodiment. In the in 15 shown VTC device of the third embodiment are in a similar manner as in the first embodiment, four passages 50 designed with recessed groove, substantially coinciding with the positions with maximum phase delay of the four wings 16a to 16d to be. In addition to the four passages 50 with recessed groove are four passages 52 with recessed groove in the inner end surface of the front panel 13 designed and designed, substantially coincident with the positions with maximum phase advance of the four wings 16a to 16d to be. Each of the passages 50 countersunk groove designed substantially coinciding with the positions with maximum phase delay of the four wings 16a to 16d is hereinafter referred to as "first slot with recessed groove", while each of the passages 52 with recessed groove, which are designed essentially coinciding with the positions with maximum phase advance of the four wings 16a to 16d to be in Hereafter referred to as "second channel with recessed groove".

The circumferential length L of the second passage 52 with recessed groove is dimensioned, identical to that of the first passage 50 to be recessed groove and also sized, slightly larger than the circumferential width W of each of the wings 16a to 16d to be. In the position with maximum phase advance of the wing rotor 9 is a perimeter end (clockwise end 52a ) of each passage 52 formed with recessed groove in a position that the one circumferential end 52a the phase delay chamber 11 lies opposite and with the third cheek 10c overlaps. The other circumferential end (a counterclockwise end 52b ) of each passage 52 with recessed groove is formed in a position that the other circumferential end 52b the phase lead chamber 12 is opposite. At this time, if the wing rotor 9 the maximum phase advance position is reached is the phase delay chamber 11 and the phase advance chamber 12 through each other through the associated passage 52 connected with recessed groove.

When the engine has stopped by stopping to turn and additionally the wing rotor 9 is stopped in its position with maximum phase advance, thus occurs due to the positive alternating torque that is generated at the beginning of the startup for the restart, a rotary motion of the vane rotor 9 relative to the housing 7 in phase delay direction (counterclockwise, see 15 ) on. At this time, a replacement flow of working fluid from the phase advance chamber occurs 12 to the phase delay chamber 11 through the associated passage 52 with recessed groove on. Due to the fluttering motion (the flap angle) of the wing rotor 9 caused by the fluid connection between the phase delay chamber 11 and the phase lead chamber 12 through the passage 52 With recessed groove improved or strengthened, the wing rotor 9 , which is positioned in the maximum phase advance position, rapidly rotate to the intermediate phase angular position (ie, the intermediate lock position) suitable for starting, thereby ensuring good starting capability. Incidentally, the VTC device of the third embodiment has the first passage 50 with recessed groove and the second passage 52 with recessed groove on. When the engine has stopped by stopping to turn and additionally the wing rotor 9 Consequently, in a similar manner as in the first embodiment, a rotational movement of the vane rotor occurs due to the negative alternating torque generated at the start of cranking for the restart, in its position with maximum phase delay 9 relative to the housing 7 in phase advance direction (clockwise, see 15 ) on. Thus, a replacement flow of working fluid from the phase delay chamber occurs 11 to the phase advance chamber 12 through the associated passage 50 with recessed groove on, reducing the flutter (the flap angle) of the wing rotor 9 improved or strengthened. As a result, the VTC device of the third embodiment can provide the same operation and effects as the first embodiment.

Fourth Embodiment

16A to 16B show the partial cross-sectional view of the VTC device of the fourth embodiment. In the in the 16A to 16B shown VTC device of the fourth embodiment are in a similar manner as in the first embodiment, four passages 50 with recessed groove (hereinafter referred to as "recessed groove first passages") in the inner end surface of the face plate 13 designed and designed, substantially coinciding with the positions with maximum phase delay of the four wings 16a to 16d to be. In addition to the four passages 50 with recessed groove are four passages 53 with recessed groove (hereinafter referred to as "second grooves with recessed groove") in the inner end surface (inner surface 1c ) of the steering wheel 1 formed and designed, substantially corresponding first passages 50 to lie opposite with recessed groove.

Therefore, according to the VTC device of the fourth embodiment, by providing second passages 53 with recessed groove and first passages 50 with recessed groove the total cross-sectional area of the liquid flow of the liquid communication passages, through the phase delay chamber 11 and phase lead chamber 12 in the position with maximum phase delay of the vane rotor 9 are interconnected to be increased. This contributes to the reduced flow resistance of the working fluid flow from the phase delay chamber 11 to the phase advance chamber 12 at.

This implies a further increase in the rate of replacement of working fluid from the phase delay chamber 11 to the phase advance chamber 12 , Due to the further increase in the speed of the replacement flow, the wing rotor 9 by the changing torque (especially the negative alternating torque) faster relative to the housing 7 towards the phase leading chamber side 12 (ie, the phase advance direction), thereby ensuring better starting capability of the motor.

Fifth Embodiment

17 shows the partial cross-sectional view of the VTC device of the fifth embodiment. As clearly shown in the partial cross-sectional view of 17 sees, in the fifth embodiment, each of the passages 50 with recessed groove on a circular arc shape in the cross-sectional view, which was created along the circumferential line CC, as in 4 shown. That is, the bottom surface of each of the passages 50 with countersunk groove is considered a curved bottom surface 50c designed whose depth is dimensioned so that they from the central lowest part to the one peripheral end 50a gradually becomes shallower and also dimensioned to be from the central lowest part to the other circumferential end 50b gradually flattening.

The cross section of the passage 50 with recessed groove is formed in a circular arc shape, and thus the working fluid flow easily from the phase delay chamber 11 in the passage 50 with recessed groove and then easily into the phase lead chamber 12 flow. That is, it is possible to control the flow resistance of the replacement flow of working fluid from the phase delay chamber 11 to the phase advance chamber 12 through the associated passage 50 with recessed groove with the circular bottom surface 51c to reduce. The reduced flow resistance contributes to a further increase in the rate of replacement flow of working fluid between the phase delay chamber 11 and the phase lead chamber 12 at. Due to the further increase in the speed of the replacement flow can be a rotational speed of the wing rotor 9 in the direction of the intermediate phase angular position (ie, the intermediate lock position) can be effectively increased, thereby ensuring further improved startability.

In the fifth embodiment, the passage has 50 with recessed groove over its entire circumferential length L a cross section in the form of a circular arc. Due to this, at least two circumferential ends 50a to 50b of the passage 50 be formed with recessed groove partially in a circular arc shape to ensure an increase in the speed of the replacement flow of working fluid.

The circular arc shape of the passage 50 with recessed groove, which is described for the fifth embodiment (see 17 ), by the way, on each of the passages 51 with recessed groove of the second embodiment (see the 14A to 14B ), the passages 52 with recessed groove of the third embodiment (see 15 ) and on the passage 53 with recessed groove of the fourth embodiment (see the 16A to 16B ) be applied.

It will be understood that the invention is not limited to the particular embodiments shown and described herein, but that various changes and modifications may be made. For example, the cross-sectional shape, the depth D, and the circumferential length L of each of the passages may be 50 to 53 be lowered arbitrarily with recessed groove of the embodiments shown depending on the size / specification of the VTC device.

The valve control apparatus (VTC) of the illustrated embodiments is exemplified on the phase control apparatus applied to the intake valve side of an internal combustion engine. Instead, the VTC device may be used for a phase control device installed on an exhaust valve side. The basic concept of the invention explained above can be applied to all types of hydraulically operated variable valve timing devices (VTC) equipped with vane rotors.

The entire contents of the Japanese Patent Application No. 2011-269495 (filed on Dec. 9, 2011) is incorporated herein by reference.

Although the foregoing is a description of the preferred embodiments of the invention, it is to be understood that the invention is not limited to the particular embodiments shown and described herein, but that various changes and modifications may be made without departing from the scope and spirit of the invention Deviate from the invention as defined by the following claims.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• JP 2010-261312 [0002, 0002, 0002, 0004, 0005]
• JP 2011-269495 [0161]

Claims (17)

Valve control device of an internal combustion engine, comprising: a housing ( 7 ), which is adapted to be driven by a crankshaft of the engine and is designed to define working medium chambers in it, by an interior by baking ( 10a to 10d ) separated from an inner peripheral surface of the housing ( 7 ) protrude radially inwards; a wing rotor ( 9 ), which has a rotor ( 15 ), which is suitable, fixed with a camshaft ( 2 ) and radially extending wings ( 16a to 16d ), which at an outer edge of the rotor ( 15 ) are formed around each of the working medium chambers of the housing ( 7 ) through the jaws ( 10a to 10d ) and the wings ( 16a to 16d ) to divide phase advance hydraulic chambers ( 12 . 12 . 12 . 12 ) and phase delay hydraulic chambers ( 11 . 11 . 11 . 11 ) define; a locking mechanism ( 4 ) which is designed, depending on a condition on a motor, the wing rotor ( 9 ) in a specified angular position between an angular position with maximum phase retardation and an angular position with maximum phase advance of the vane rotor ( 9 ) relative to the housing ( 7 ) to lock or unlock; and at least one fluid communication port ( 50 ; 51 ; 52 ; 53 ) with recessed groove, which in a part of the housing ( 7 ) which is in sliding contact with an associated ( 16a ) the wing ( 16a to 16d ), wherein a circumferential length (L) of the liquid communication passage ( 50 ; 51 ; 52 ; 53 ) is dimensioned so that it is greater than the circumferential width (W) of the associated wing ( 16a ), wherein in the angular position with maximum phase delay of the vane rotor ( 9 ) relative to the housing ( 7 ) a perimeter end ( 50a ) of the liquid communication passage ( 50 ) is formed in a position which is further from the angular position with maximum phase delay of the associated wing ( 16a ) is removed in a phase delay direction to an associated one of the phase advance hydraulic chambers ( 12 ) and the other perimeter end ( 50b ) of the liquid communication passage ( 50 ), an associated one of the phase delay hydraulic chambers ( 11 ) or at the angular position with maximum phase advance of the vane rotor ( 9 ) relative to the housing ( 7 ) a perimeter end ( 52a ) of the liquid communication passage ( 52 ) is formed in a position which is from the angular position with maximum phase advance of the associated wing ( 16a ) is further offset in a phase advance direction to the associated phase delay hydraulic chamber ( 11 ) and the other end of the fluid communication passage ( 52 ), the associated phase advance hydraulic chamber ( 12 ). A valve control device according to claim 1, wherein: the fluid communication passage ( 50 ; 51 ; 52 ; 53 ) in at least one of two axially opposite inner end surfaces of the housing ( 7 ; 1 . 13 ) is trained; and the fluid communication passage ( 50 ; 51 ; 52 ; 53 ) is formed by an end face of the associated wing ( 16a ) which faces an inner end surface to be opened or closed. Valve control device according to claim 2, wherein: the fluid communication passage ( 50 . 53 ) in each of the two axially opposite inner end surfaces of the housing ( 7 ; 1 . 13 ) is trained. A valve control device according to claim 1, wherein: the fluid communication passage ( 50 . 53 ) for each of the housings ( 7 ) defined working medium chambers is provided. A valve control device according to claim 1, wherein: the fluid communication passage ( 50 ) a curved floor surface ( 50c ), which is designed, from a central lowest part to each of the peripheral ends ( 50a . 50b ) of the liquid communication passage ( 50 ) gradually become flatter. Valve control device according to claim 5, wherein: at least the peripheral ends ( 50a . 50b ) of the liquid communication passage ( 50 ) are formed in a circular arc shape. A valve control device according to claim 1, wherein: a radial length of said fluid communication passage ( 50 ; 51 ; 52 ; 53 ) is greater than a depth (D) of the liquid communication passage ( 50 ; 51 ; 52 ; 53 ) to be. Valve control device according to claim 1, wherein: each of the wings ( 16a to 16d ) a seal retaining groove ( 17g ), which is formed in an outermost end of each of the wings and in which a sealing element ( 17b ) is attached to a sliding contact of the sealing element ( 17b ) with the inner peripheral surface of the housing ( 7 ) to effect. A valve control device according to claim 8, wherein: the fluid communication passage ( 50 ; 51 ; 52 ; 53 ) radially inside the seal retaining groove ( 17g ) is trained. Valve control device according to claim 1, wherein: the locking mechanism ( 4 ) a locking element ( 27 ; 28 ; 29 ) in the wing rotor ( 9 ) is arranged and designed to the housing ( 7 ) and to move away from it, and a locking recess part ( 24 ; 25 ; 26 ) in the housing ( 7 ) is arranged and designed, the movement of the wing rotor ( 9 ) relative to the housing ( 7 ), which by movement of the locking element ( 27 ; 28 ; 29 ) to the housing ( 7 ) occurs, by abutting coupling of the locking element ( 27 ; 28 ; 29 ) with the locking recess part ( 24 ; 25 ; 26 ) to limit. Valve control device according to claim 10, wherein: the locking element ( 27 ; 28 ; 29 ) is located in the rotor and is designed to the housing ( 7 ) and away from it in axially opposite directions of the housing ( 7 ) to be mobile. Valve control device according to claim 1, wherein: the locking mechanism ( 4 ) a first locking element ( 27 ), which in the rotor ( 15 ) is arranged and designed to the housing ( 7 ) and a first latching recess portion (FIGS. 24 ) in the housing ( 7 ) is arranged and designed, the movement of the wing rotor ( 9 ) relative to the housing ( 7 ) caused by movement of the first locking element ( 27 ) to the housing ( 7 ) occurs, by abutting coupling of the first locking element ( 27 ) with the first locking recess part ( 24 ) to limit; the locking mechanism ( 4 ) further comprises a second locking element ( 28 ), which in the rotor ( 15 ) is arranged and designed to the housing ( 7 ) and a second latch recess portion (FIGS. 25 ) in the housing ( 7 ) is arranged and designed, the movement of the wing rotor ( 9 ) relative to the housing ( 7 ), which by movement of the second locking element ( 28 ) to the housing ( 7 ) occurs, by abutting coupling of the second locking element ( 28 ) with the second locking recess part ( 25 ), wherein the second locking recess part (FIG. 25 ) is formed as an elongated groove. A valve control device according to claim 12, wherein: a bottom of said second latch recess part (14) 25 ) is formed as a stepped bottom surface whose circumferential length is set so that it is less than or equal to an angle of a flapping motion of the wing rotor ( 9 ) which is oscillated by positive and negative alternating torque due to spring forces of valve springs on the camshaft ( 2 ) acts. Valve control device of an internal combustion engine, comprising: a housing ( 7 ), which is adapted to be driven by a crankshaft of the engine and is designed to define working medium chambers in it, by an interior by baking ( 10a to 10d ) separated from an inner peripheral surface of the housing ( 7 ) protrude radially inwards; a wing rotor ( 9 ), which has a rotor ( 15 ), which is suitable, fixed with a camshaft ( 2 ) and radially extending wings ( 16a to 16d ), which at an outer edge of the rotor ( 15 ) are formed around each of the working medium chambers of the housing ( 7 ) through the jaws ( 10a to 10d ) and the wings ( 16a to 16d ) to divide phase advance hydraulic chambers ( 12 . 12 . 12 . 12 ) and phase delay hydraulic chambers ( 11 . 11 . 11 . 11 ) define; a locking mechanism ( 4 ) which is shaped, depending on a condition on the engine, the vane rotor ( 9 ) in a specified angular position between an angular position with maximum phase retardation and an angular position with maximum phase advance of the vane rotor ( 9 ) relative to the housing ( 7 ) to lock or unlock; a control valve ( 41 ), which is designed to supply and dispense work equipment for each of the phase-advance hydraulic chambers ( 12 ) and supply and discharge of working fluid for each of the phase delay hydraulic chambers ( 11 ) to control; a control unit ( 35 ), which is designed to control the operation of the control valve ( 41 ) to control; and at least one passage ( 50 ; 51 ; 52 ; 53 ) with recessed groove, which in a part of the housing ( 7 ) which is in sliding contact with an associated ( 16a ) the wing ( 16a to 16d ), and is configured to between a connection state of an associated one of the phase delay hydraulic chambers ( 11 ) and an associated one of the phase-advance hydraulic chambers ( 12 ) and a non-connection state of the associated phase delay hydraulic chamber ( 11 ) and the associated phase advance hydraulic chamber ( 12 ) by relative rotation of the vane rotor ( 9 ) with respect to the housing ( 7 ), the passage ( 50 ; 51 ; 52 ; 53 ) is designed with recessed groove, the connection state of the associated phase delay hydraulic chamber ( 11 ) and the associated phase advance hydraulic chamber ( 12 ) in at least one of the angular positions with maximum phase delay and the angular position with maximum phase advance of the vane rotor ( 9 ) relative to the housing ( 7 ), and is designed to facilitate a transition from Condition to enable the non-connection state when the wing rotor ( 9 ) relative to the housing ( 7 ) by a specified angle or more in an opposite direction from the angular position with maximum phase retardation or the angular position with maximum phase advance of the vane rotor ( 9 ) relative to the housing ( 7 ) has turned. Valve control device according to claim 14, wherein: the control unit ( 35 ) is designed, a phase angle range of the wing rotor ( 9 ) relative to the housing ( 7 ) to be adjusted by the electromagnetic directional control valve ( 41 ) after the engine has been started is controlled to a phase angle range corresponding to the non-connection state in which the fluid communication between the associated phase delay hydraulic chamber ( 11 ) and the associated phase advance hydraulic chamber ( 12 ) through the passage ( 50 ; 51 ; 52 ; 53 ) is blocked with recessed groove. Valve control device according to claim 15, wherein: the control valve ( 41 ) is maintained in an initial valve position, in the working fluid both to the associated phase advance chamber ( 12 ) as well as to the associated phase delay chamber ( 11 ) in a non-controlled state in which the control valve ( 41 ) not by the control unit ( 35 ) is delivered. Valve control device of an internal combustion engine, comprising: a driving rotary element ( 1 ), which is adapted to be driven by a crankshaft of the engine; a driven rotary element ( 9 ), which is suitable, fixed to a camshaft ( 2 ) and is configured, an interior of the driving rotary member in a phase-advance hydraulic chamber ( 12 ) and a phase delay hydraulic chamber ( 11 ), and is designed, the driven rotary member ( 9 ) relative to the driving rotary element ( 1 ) in a phase advance direction by supplying working fluid to the phase advance hydraulic chamber (FIG. 12 ) and working means from the phase delay hydraulic chamber ( 11 ) is discharged, and is designed, the driven rotary member ( 9 ) relative to the driving rotary element ( 1 ) to rotate in a phase delay direction by supplying working fluid to the phase delay hydraulic chamber (FIG. 11 ) and working fluid from the phase-advance hydraulic chamber ( 12 ) is discharged; a locking mechanism ( 4 ) which is designed, depending on a condition on the motor, the driven rotary member ( 9 ) in a specified angular position between an angular position with maximum phase delay and an angular position with maximum phase advance of the driven rotary element ( 9 ) relative to the driving rotary element ( 1 ) to lock or unlock; at least one passage ( 50 ; 51 ; 52 ; 53 ) with recessed groove, which in a part of the driving rotary element ( 1 ) is formed in sliding contact with the driven rotary member ( 9 ), and is configured between a connection state and a non-connection state of the phase delay hydraulic chamber (FIG. 11 ) and the phase advance hydraulic chamber ( 12 ) by relative rotation of the driven rotary element ( 9 ) with respect to the driving rotary element ( 1 ), the passage ( 50 ; 51 ; 52 ; 53 ) is designed with recessed groove, the connection state of the phase delay hydraulic chamber ( 11 ) and the phase advance hydraulic chamber ( 12 ) in at least one of the angular positions with maximum phase delay and the angular position with maximum phase advance of the driven rotary element ( 9 ) relative to the driving rotary element ( 1 ) and configured to allow a transition from the connection state to the non-connection state when the driven rotary element ( 9 ) relative to the driving rotary element ( 1 ) by a specified angle or more in an opposite direction from the angular position with maximum phase lag or the angular position with maximum phase advance of the driven rotary element ( 9 ) relative to the driving rotary element ( 1 ) has turned.

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